The impact of a child bike seat and trailer on the objective overtaking behaviour of motorized vehicles passing cyclists

IntroductionThe lateral clearance distance of a motorized vehicle while overtaking a cyclist is a key indicator of safety. This lateral clearance distance has never been measured for cyclists transporting a child. Therefore the aim of this study was to investigate the behaviour of motorized vehicles in overtaking cyclists with and without a child on the same bicycle.MethodsThe lateral clearance distance of the overtaking manoeuvres of motorized vehicles was measured using an instrumented bicycle when performing 19 cycling trips on one single road with two different types of cycling infrastructure (a bike lane and shared lane marking) in the Brussels Capital Region (Belgium). Mixed effect regression was used to examine the effect of cycling condition (cyclist without a child [control], cyclist with a child bike seat and cyclist with a child bike trailer) and secondary independent variables (i.e. cycling infrastructure, peak traffic hours and traffic density) on the lateral clearance distance.ResultsThe mean lateral clearance distance in ‘cyclists without child’ was significantly smaller (117.3 cm) than in ‘cyclists with child’ (128.8 cm) (95%CI [7.2;15.9]). Looking at ‘morning peak traffic hours’ (i.e. 7:00 to 9:00 a.m.) a cyclist with child bike seat was overtaken at greater lateral clearance distances than a cyclist with a child bike trailer or a cyclist without child (p=0.041). Furthermore, the percentage of passing manoeuvres under 100 cm was significantly higher in ‘cyclist without child’ (35.3%) in comparison to ‘cyclist with child bike seat’ (21.8%) and ‘cyclist with child bike trailer’ (21.8%) (Chi2=29.19, p<0.001). No significant differences were found between a shared lane marking and bike lane.ConclusionDrivers of motorized vehicles do adapt their overtaking manoeuvre when they overtake cyclists transporting a child, keeping greater and therefore safer lateral clearance distances. In morning peak traffic hours and/or crowded circumstances the child bike seat can be considered as the safest way to transport a child in terms of lateral clearance distance. In general, with 25.3% overtaking manoeuvres under 100cm, police should monitor compliance with the traffic rules with regard to cyclists, and motorists should be more aware of the overtaking traffic rules.     

Investigating cycling kinematics and braking maneuvers in the real world: e-bikes make cyclists move faster,brake harder,and experience new conflicts

Pedelecs (e-bikes), which facilitate higher speeds with less effort in comparison to traditional bicycles (t-bikes), have grown considerably in popularity in recent years. Despite the large expansion of this new transportation mode, little is known about the behavior of e-cyclists, or whether cycling an e-bike increases crash risk and the likelihood of conflicts with other road users, compared to cycling on t-bikes. In order to support the design of safety measures and to maximize the benefits of e-bike use, it is critical to investigate the real-world behavior of riders as a result of switching from t-bikes to e-bikes.Naturalistic studies provide an unequaled method for investigating rider cycling behavior and bicycle kinematics in the real world in which the cyclist regularly experiences traffic conflicts and may need to perform avoidance maneuvers, such as hard braking, to avoid crashing. In this paper we investigate cycling kinematics and braking events from naturalistic data to determine the extent to which cyclist behavior changes as a result of transferring from t-bikes to e-bikes, and whether such change influences cycling safety.Data from the BikeSAFE and E-bikeSAFE naturalistic studies were used in this investigation to evaluate possible changes in the behavior of six cyclists riding t-bikes in the first study and e-bikes in the second one. Individual cyclists’ kinematics were compared between bicycle types. In addition, a total of 5092 braking events were automatically extracted after identification of dynamic triggers. The 286 harshest braking events (136 cases for t-bike and 150 for e-bike) were then validated and coded via video inspection.Results revealed that each of the cyclists rode faster on the e-bike than on the t-bike, increasing his/her average speed by 2.9–5.0 km/h. Riding an e-bike also increased the probability to unexpectedly have to brake hard (odds ratio = 1.72). In addition, the risk of confronting abrupt braking and sharp deceleration were higher when riding an e-bike than when riding a t-bike.Our findings provide evidence that cyclists’ behavior and the way cyclists interact with other road users change when cyclists switch from t-bikes to e-bikes. Because of the higher velocity, when on e-bikes, cyclists appear to have harder time predicting movements within the traffic environment and, as a result, they need to brake abruptly more often to avoid collisions, compared with cycling on t-bikes. This study provides new insights into the potential impact on safety that a cycling society moving to e-bikes may have, indicating that e-cycling requires more reactive maneuvers than does cycling traditional bicycles and suggesting that any distractive activity may be more critical when riding e-bikes compared to traditional bikes.     

Cyclist efficiency and its dependence on infrastructure and usual speed

Bicyclists are a heterogeneous group, with varying abilities, traffic education and experience. While efficiency was identified as an important factor on utility bicycle trips, it might be traded for experienced safety, for example by choosing different pathways in a given situation, or by relinquishing one’s right of way. In a semi-controlled study with 41 participants, a grouping was made according to self-reported riding speed in relation to other cyclists. The participants cycled twice along a 3 km inner-city route, passing four intersections with different priority rules. The cyclists were free to choose how to negotiate the intersections. Speed and the traffic surroundings were recorded via gps and cameras on the bike of the participant and of a following experimenter. For each cyclist, the ‘base’ speed on undisturbed segments was determined as reference. Based on this, the efficiency in different types of intersections was computed per cyclist group. It turned out that infrastructural aspects, cyclist group and the presence and behaviour of interacting traffic influenced cyclist efficiency. Faster cyclists were delayed more when the infrastructure required a stop regardless of the traffic situation, like at a red traffic light or a stop sign. The members of the so-called ‘comfort cyclists’ group were delayed the most in a roundabout with mixed traffic, where many chose to get off their bike and walk. In a society working for equality of access to the transport system, it is recommended to develop solutions that consider and accommodate the behaviours of different cyclist groups when planning bicycling infrastructure.     

Characteristics of older cyclists (65+) and factors associated with self-reported cycling accidents in the Netherlands

Cycling supports the mobility, health and independency of the ageing population. However, older cyclists have an increased injury risk. On average, the risk of older people to sustain an injury in a cycling accident is three times higher per cycling kilometre than for middle-aged people and the injury risk increases with age. In comparison with middle-aged cyclists (<65 years), the risk of hospitalization is more than four times as high for older cyclists (≥65 years). The aim of this study was to reveal characteristics of older cyclists in general and to explore which of these characteristics are associated with self-reported cycling accidents from age 59. More than eight hundred older cyclists (>65 years) filled out a questionnaire, which included questions on demographics, bicycle specifications and personal characteristics. By means of a logistic regression, the relationship between personal factors and self-reported bicycle falls were studied. The univariate models showed that age, physical and mental impairments, bicycle model, living environment, feelings of uncertainty of the cyclist and changed cycling behaviour (such as more patience, lower speed) were related to falling off a bicycle. From the multivariate model we can conclude that several factors are associated with falling off a bicycle in the older population: (1) every year the cyclists becomes one year older (from the age of 65), the chance they have fallen increases with 7.3%, (2) If cyclists have mental impairments, the chance they have fallen increases with a factor 2.5, (3) if cyclists were less than completely confident the chance they have fallen increases with factor 1.8, (4) if cyclists live in a rural environment compared to an urban environment the chance they have fallen increases with a factor 2.1. In conclusion, demographic, cycling and personal factors can be related to increased self-reported fall risk. It is advised to take these factors into account when implementing new cycling related safety measures.     

Understanding cyclist identity and related interaction strategies. A novel approach to traffic research

It is an established fact that interaction of road users is crucial for road safety. However, the knowledge about what governs people’s behaviour in interaction with others and what these interactions mean is not well documented. The present study introduces a novel approach for traffic safety research and puts the cyclist identity at the centre of attention, in order to answer the questions how the heterogeneity of cyclists in terms of applied interaction strategies, opinions towards infrastructure and traffic safety can be explained. For this purpose, a qualitative study following the Grounded Theory methodology has been carried out. Fifteen in-depth-interviews with cyclists in Vienna were analysed in order to obtain data about these questions. As a result, we present a model sketch about constructing a cyclist identity, which serves as a framework that links different power relations in traffic, the switching perspectives of being a cyclist/car user and the changing conditions of cycling traffic policy through interaction strategies of self-portrayal, power demonstration and coping with fear. Finally, we argue that applying the often overlooked concept of ‘identity’ can bring new concepts into the debate on traffic safety for cyclists and support efficient traffic policy making.     

Modeling the impact of traffic conditions and bicycle facilities on cyclists’ on-road stress levels

Past research efforts have shown that cyclists’ safety, stress, and comfort levels greatly affect the routes chosen by cyclists and cycling frequency. Some researchers have tried to categorize cyclists’ levels of traffic stress utilizing data that can be directly measured in the field, such as the number of motorized travel lanes, motorized vehicle travel speeds, and type of bicycle infrastructure. This research effort presents a novel approach: real-world, on-road measurements of physiological stress as cyclists travel across different types of bicycle facilities at peak and off-peak traffic times. By matching videos with stressful events, it was possible to observe the circumstances of those stressful events. The stress data was normalized, and the method was carefully validated by a detailed analysis of the stress measurements. Novel statistical results from a multi-subject study quantifies the impact of traffic conditions, intersections, and bicycle facilities on average stress levels.     

Cyclist strategies and behaviour at intersections. Conscious and un-conscious strategies regarding positioning

Severe and even fatal accidents between cyclists and motor vehicles commonly occur at intersections. Many of these accidents occur with right-turning vehicles, with drivers not observing an adjacent cyclist. Few structured investigations exist regarding the interaction between cyclist and motor vehicle, and factors in need of study are how infrastructure and vehicle properties affect human decision-making and cycling behaviour. Therefore, a bicycle simulator study was performed, where vehicle type, presence of lane markings and lane width were systematically varied in a scenario with a cyclist approaching a vehicle from behind, at a signalized city intersection. 33 participants cycled through 8 intersection variants each. Data on cycling trajectories, stopping points and speed was coupled with survey data from the participants, and semantically categorized verbal responses to questions regarding strategy for choice of stopping point. Results show that all three factors (vehicle type, lane markings and available vehicle-adjacent space) significantly affects cyclists’ behaviour and conscious strategies. Participants were more cautious in the presence of a truck than a car, reflected in choice of position when cycling and stopping, and in explicit verbalisations regarding perilous aspects of the situation and their conscious and strategic choice of positioning. Available lateral space also affected stop positions and feeling of safety (expressed verbally). Presence of bicycle lane markings made the cyclists inclined to continue into the space to the right of the vehicle. This was revealed by their positioning and speed, and also apparent in the verbal expressions, especially the positive remarks on the situation and conditions. However, the perceived comfort with lane markings present was actually lower than when they were missing. Cyclist type (slow, moderate, or fast) matters with the self-reported faster cyclists being more prone to stop to the right than the slower one.     

How cyclist behavior affects bicycle accident configurations?

In many major cities, bicycle usage is on the increase and cycling safety is becoming a critical issue. Most of the existing studies are based on police data which understate both single-bicycle accidents as well as cyclist victims. In France, an estimation based on a road trauma database reveals that cyclists are 8 times more likely to be injured per hour spent on the road compared to motorists. To give a full picture of cycling accidents, as well as to understand how cyclist behavior interacts with other factors in causing accidents, we surveyed all injured cyclists in the period 2009–2011, as identified in a medical database of road trauma victims in a French territorial “départment” (the Rhône, capital city Lyon).Using classification methods we build a typology of 17 recurring configurations of cycling collisions and single-bicycle accidents: 7 concern utilitarian riding (commuting…), 3 concern recreational riding and 7 concern cycling as a sporting activity. A Multiple Correspondence Analysis (MCA) is then used to check the consistency of this typology, and to gain additional insight on road user behavior by projection of supplementary variables.External factors contributing to cycling accidents, such as “bad weather” (13%) or “riding at night” (14%), roadway configuration such as “cycling infrastructure” (16%) or “intersections” (25%), and cyclist behavior such as “alcohol consumption” (5%) or “speed” (25%) are discriminatory variables that interact in many accident configurations. This study shows how road user behavior-influences each step in the chain of events leading to an accident. In the discussion of study results, some recommendations are made to public authorities aimed at improving cyclist safety.     

Cycling strategies of young and older cyclists

This study concentrates on the cycling strategies of older cyclists (54–62 year olds) in comparison to young cyclists (20–30 year olds). While cycling in a safe laboratory set-up, controlled lateral perturbations are applied to the rear of the bicycle. Three possible strategies to keep balance are analysed for a young and older aged group: steering, lateral trunk movement and outward knee movement. Older subjects appear to rely more on knee movement as a control mechanism than young subjects. Furthermore, the frequency domain analysis revealed that the older adults need more effort to counteract high frequency perturbations. Increased inter-individual variation for the older adults subject group suggests that this group can be seen as a transition group in terms of physical fitness. This explains their increased risk in single-sided bicycle accidents (i.e. accidents involving the cyclist only). Therefore, older cyclists could benefit from improving the stability of cycling at lower speeds.     

Bicycle helmets – A case of risk compensation?

Several studies have shown that bicycle helmets have the potential of reducing injuries from accidents. Yet, no studies have found good evidence of an injury reducing effect in countries that have introduced bicycle helmet legislation. Two of the most promising explanations for why helmet laws do not work as intended are risk compensation and shifts in the cycle population as a response to the law.The present article investigates whether the lack of effect of helmet wearing laws is due to risk compensation mechanisms or population shifts (i.e. discouraging cyclists with the lowest accident risk, and thereby increasing the overall average risk per cyclist). A random sample of 1504 bicycle owners in Norway responded to a questionnaire on among other things helmet use, bicycle equipment use, accident involvement, cycling behaviour and risk perception. Data were analysed by using structural equation model (SEM). The results show that the cyclist population in Norway can be divided into two sub-populations: one speed-happy group that cycle fast and have lots of cycle equipment including helmets, and one traditional kind of cyclist without much equipment, cycling slowly. With all the limitations that have to be placed on a cross sectional study such as this, the results indicate that at least part of the reason why helmet laws do not appear to be beneficial is that they disproportionately discourage the safest cyclists.     

Increasing the conspicuity of cyclists at night by using bicycle lights and clothing to highlight their biological motion to oncoming drivers

Reduced conspicuity is an important contributing factor to increased motor vehicle-bicycle crashes and cyclist fatalities at night. This study explored ways of making night-time cyclists more conspicuous to oncoming vehicles through cyclist clothing options and bicycle light position. Fifteen young participants (M = 29.1 ± 4.5 years) drove a closed-road at night and indicated when they first recognized a cyclist pedalling in place at the roadside, facing the approaching vehicle. The bicycle had a static forward-facing white light located either on the handlebars or the helmet and wore one of five clothing configurations: fluorescent vest, retroreflective vest, retroreflective ankle strips, retroreflective vest plus retroreflective ankle strips, retroreflective vest plus biomotion retroreflective strips. There was a significant effect of light position (p < 0.001) and clothing (p < 0.001), where recognition distances were longer when the light was helmet-mounted and when retroreflective strips were worn on the lower legs to highlight the cyclist’s biological motion compared to either of the vest conditions. There was also a significant interaction between light position and clothing (p = 0.007) such that the benefit of retroreflective strips was greater when the bicycle light was helmet-mounted rather than on the handlebars. Importantly, the benefits of leg markings were apparent even when positioned at the ankles alone. These findings highlight that retroreflective material is most useful for improving cyclist conspicuity at night when positioned on cyclists’ lower legs, particularly the ankles (highlighting the cyclist's pedalling motion), rather than on the torso, and have important practical implications for maximising cyclists’ conspicuity and hence safety on night-time roads.     

How do warnings influence cyclists' reaction to conflicts? Comparing acoustic and vibro-tactile warnings in different conflicts on a test track

An on-bike warning system has great potential to increase safety of cyclists. For an effective warning system, the implementation of warning signals is fundamental. However, more knowledge about the cyclist specific design of warnings and the influence of warnings on the cyclist is needed. To analyze the benefit of warnings in conflicts and the reaction pattern of cyclists we conducted a test-track experiment. We evaluated the data of 62 participants who were divided into three warning groups (between-subjects) and encountered different situations (within-subjects). The warning groups either received acoustic, vibro-tactile or no warnings. The situation variable consisted of three conflicts and two false warnings in the groups with warnings.We measured significantly shorter reaction times of persons who received acoustic and vibro-tactile warnings compared to the persons without warning. Furthermore, acoustic warnings led to shorter reaction times compared to vibro-tactile warnings. The reaction pattern was described by different bicycle dynamics variables. It was mostly influenced by the situation and rarely by the warning group. Based on the velocity curves and reaction times we identified learning effects describing how the warned participants adopted the warning system over the five situations.These findings indicate that a warning system offers great safety benefits to cyclists. Based on the current results, acoustic warnings are recommended when an urgent reaction is required.     

Shared road is double happiness: Evaluation of a “Share the road” sign

A road sign with the text «Share the road» and a picture of a smiling cyclist and a passing car was evaluated in a before–after study with surveys among cyclists and car drivers. The sign was set up at two sites on a test road near Oslo in summer 2014. A similar road was used as a comparison. About two thirds of the participants on the test road had noticed the sign. The majority liked it and agreed with its message. Cyclists have more often noticed the sign than car drivers have and they were somewhat more positive towards the sign. Effects on self-reported behavior and the perceived behavior of others were evaluated by comparing changes from the before- to the after-period between test and comparison road. Self-reported behavior of both cyclists and car drivers has improved on the test road after the sign was set up, especially in overtaking situations, and these results are in accordance with how cyclists and car drivers perceived each other’s behavior. The general perception of other road users has improved as well. The results are most likely representative of similar roads with a large proportion of car traffic that is related to recreation and a relatively low level of conflict.     

Modeling pedestrian-cyclist interactions in shared space using inverse reinforcement learning

The objective of this study is to model the microscopic behaviour of mixed traffic (cyclist-pedestrian) interactions in non-motorized shared spaces. Video data were collected at two locations of Robson Square non-motorized shared space in downtown Vancouver, British Columbia. Trajectories of cyclists and pedestrians involved in interactions were extracted using computer vision algorithms. The extracted trajectories were used to obtain several variables that describe elements of road users’ behaviour including longitudinal and lateral distances, speed and speed differences, interaction angle, and cyclist acceleration and yaw rate. The road users behaviour was modeled as utility-based intelligent rational agents using the finite-state Markov Decision Process (MDP) framework with unknown reward functions. The study implemented Inverse Reinforcement Learning (IRL) using two algorithms: the Maximum Entropy (ME) algorithm, and the Feature Matching (FM) algorithm to recover/estimate the reward function weights of cyclists in two types of interactions with pedestrians: following and overtaking interactions. Reward function weights infer cyclist preferences during their interactions with pedestrians in non-motorized shared spaces, and can form the key component in developing agent based microsimulation model for road users. Furthermore, the estimated reward functions were used to estimate cyclists’ optimal policy for such interactions. A simulation platform was developed using the estimated reward functions and the cyclist optimal policies to simulate cyclist trajectories for the validation dataset. Results show that the Maximum Entropy (ME) IRL algorithm outperformed the Feature Matching (FM) IRL algorithm, and generally provided reasonable results for modeling such interactions in non-motorized shared spaces, considering the high degrees of freedom in movement and the more-complex road users interactions in such facilities. This research is considered an important step toward developing a full Agent-Based Model (ABM) for road users in shared space facilities to evaluate the safety and efficiency of such facilities.     

The Impact of Commercial Parking Utilization on Cyclist Behavior in Urban Environments

With growing freight operations within the United States, there continues to be a push for urban streets to accommodate trucks during loading and unloading operations. Currently, many urban locations do not provide loading and unloading zones, which results in trucks parking in places that can obstruct roadway infrastructure designated to vulnerable road users (e.g., pedestrians and cyclists). In an effort to understand the implications of these truck operations, a bicycle simulation experiment was designed to evaluate the impact of commercial vehicle loading and unloading activities on safe and efficient bicycle operations in a shared urban roadway environment. A counter-balanced, factorial design was chosen to explore three independent variables: commercial vehicle loading zone (CVLZ) sizes with three levels (no CVLZ, Min CVLZ, and Max CVLZ), courier position with also three levels (No courier, behind the truck, beside the truck), and loading accessories (Acc) with two levels (no Acc, and with Acc). Cyclist’s velocity and lateral position were used as performance measures. Data were obtained from 48 participants (24 women) resulting in 864 observations in 18 experimental scenarios. Linear Mixed-Effects Models (LMM) were developed to examine the effect of each independent variable level on bicyclist performance.Results from LMM model suggest that loading zone size had the greatest effect on cyclist’s divergence. Additionally, when the courier was walking beside the truck, cyclist’s velocity significantly dropped to almost one m/sec in compared when the courier located behind the truck. The presence of accessories had the lowest influence on both velocity and lateral positions of cyclists. In the no CVLZ scenarios, the delivery vehicle was parked at the bike lane, therefore; cyclists had to choose between using the travel lane or the sidewalk. About one-third of participants decided to use the sidewalk. These findings could support better roadway and CVLZ design guidelines, which will allow our urban street system to operate more efficiently, safely, and reliably for all users.     

The perception of bicycle crashes with and without motor vehicles: Which crash types do older and middle-aged cyclists fear most?

Several studies have focused on the perceived risk of bicycle crashes (irrespective of crash types) and concluded that cycling near high volumes of motor vehicles deters people from cycling. The perceived risk of bicycle crash types (with or without motor vehicles) has not yet been studied. Cyclists, both in countries with low and high levels of cycling participation, are substantially more likely to sustain severe injuries in single-bicycle crashes than in bicycle-motor vehicle crashes. This questionnaire study sets out to compare which bicycle crash types are perceived to cause most hospitalizations among cyclists. The study comprised cyclists over 55 years in the Netherlands, and over 40 years in the Belgian regions of Flanders (a region with high cycling participation), Brussels and Wallonia (regions with low cycling participation). The majority of cyclists (60%) perceive bicycle-motor vehicle crashes cause most hospitalizations among cyclists. This percentage is greatest in the areas of Brussels and Wallonia and lowest in the Netherlands. Cyclists who were involved in a bicycle-motor vehicle crash themselves are more likely to regard this crash type as the most common cause of hospitalizations among cyclists, while cyclists over 60 years who were involved in a crash without a motor vehicle are more likely to perceive that crash type as the most common cause. The smaller perception bias in the study areas with higher cycling participation – particularly the Netherlands and to a somewhat lesser degree Flanders – is probably due to bicycle infrastructure being more separated from high-speed motor traffic, leaving cyclists less exposed. The outcomes show that cyclists underestimate the likelihood of severe injuries due to single-bicycle crashes. New interventions should raise the awareness of the risk of single-bicycle crashes and provide solutions to avoid such crashes.     

Safety perceptions and reported behavior related to cycling in mixed traffic: A comparison between Brisbane and Copenhagen

This study explores the differences in safety perceptions and reported behavior of cyclists in mixed traffic between an emerging cycling city (Brisbane, Australia) and an established cycling city (Copenhagen, Denmark). Perceptions and reported behavior were retrieved from a custom-designed web-based survey administered among cyclists in the two cities. Elicited items concerned perceived risk of infrastructure layouts, fear of traffic, cycling while distracted, use of safety gear, cycling avoidance due to feeling unsafe, and avoidance to cycle in mixed traffic conditions. The data were analyzed with structural equation models. Results show that, in comparison with cyclists in Copenhagen, cyclists in Brisbane perceive mixed traffic infrastructure layouts as less safe, feel more fear of traffic, and are more likely to adopt cycling avoidance as a coping strategy. Results also show that cyclists in Copenhagen tend to use less helmets and to cycle more while being distracted.     

Effects of using mobile phones while cycling: A study from the perspectives of manipulation and visual strategies

Bicycles have become one of the major modes of urban public travel. Moreover, the high number of bicycle accidents has created challenges for road traffic safety. In addition, a relationship exists between single-handed use of handlebars and the use of mobile phones while cycling, which increases the risk of cycling. The current study considers not only the impact of mobile phone use while cycling on the safety of cyclists but also the impact of the mental load of a distracting task on cycling safety. Thirty-two college students were recruited to participate in a cycling experiment with distractions that was carried out on both campus and off-campus roads. A paired t-test was used to analyze cyclists' performance under different distraction states. The results show that when performing distracting tasks, the speed of cycling is significantly reduced, the acceleration and rate of change in the deflection angle are significantly increased, and the saccade frequency is significantly reduced. In addition, texting while cycling has a greater negative impact on cycling performance than does calling or listening to music. This study reveals the harm of mobile phone use while cycling by analyzing the effects and characteristics of manipulation performance and visual strategy. The study results can contribute to improving cyclist awareness regarding distraction safety and reducing the occurrence of mobile phone distraction issues. Furthermore, this approach provides a theoretical research basis for scientific and effective intervention and improvement measures in the future.     

Differences in cycling performance of Dutch and non-Dutch students in the Netherlands

Thirty-seven young adult participants completed a bicycle ride through the city of Groningen. Behaviour of Dutch and non-Dutch cyclists was compared in three conditions: on a control track (i.e. a one-way bicycle path), on a complex intersection, and on a roundabout. Basic bicycle control of the two groups did not differ, neither did reported invested mental effort. However, non-Dutch participants made more serious errors in the experiment and reported to have had more crashes previous to the experiment. It is concluded that the performance of non-Dutch cyclists who continue cycling upon arrival in a new country, does not differ on the control level, but at the higher manoeuvre level more performance errors were observed in the non-Dutch group.