It is not uncommon to meet researchers who are also activists in their own field, due to their desire to encourage social change and their desire to meaningfully engage with socio-political environments to solve a problem (Sharkey et al., 2019). While research on the positionality of the researcher-activist has been amply developed, literature on how advocacy and research can inspire each other to deliver positive change has not been explored. How can the gap between research and advocacy be bridged? How can these two fields work together to strengthen the human infrastructure of cycling? Why and how should academic language be translated into everyday discourse to foster social awareness and bolster political will for transforming our cities?

This workshop aims to answer these questions through this process:

1. Exploring Perspectives: In the initial phase, the workshop will examine ways to strengthen the human infrastructure of cycling in Tehran and Milano from two distinct perspectives: activists and academics. This will involve open-ended interviews with participants from both fields.
2. Conceptual Framework Development: In the second phase, the workshop aims to develop an initial conceptual framework for the researcher-activist role, identifying key themes and areas of overlap between research and advocacy.
3. Collaborative Focus Group: The final phase will involve presenting and discussing this preliminary framework with researchers and activists at the conference, through a collaborative focus group session. This session could be conducted in collaboration between the UCI team and BYCS. It will include collaborative and reflection activities to broaden the participants’ perspectives and provide useful tools to engage with both researchers and activists in their home context.

Source:

Sharkey, M., Lopez Franco, M., Mottee, L. K., & Scaffidi, F. (2019). Activist Researchers: Four Cases of Affecting Change. plaNext–Next Generation Planning, 8, 10-20. https://doi.org/10.24306/plnxt/42

Increasing the share of active and micromobility (AMM) is considered crucial for the defossilization of the transportation sector and for driving transformative change towards a more sustainable mobility system. However, reducing obstacles or providing services alone is insufficient if an adequate level of user comfort for AMM is not achieved. It is essential to understand the underlying factors of user comfort (e.g., accessibility, quality of infrastructure, time savings) that effectively influence the choice of transport mode. This project analyzes the user comfort factors that affect the decision to use or avoid AMM and develops an implementation approach to incorporate these factors into planning practices to increase the share of AMM.

The project employs a mixed-method approach: In the first part, we collect data on AMM usage and the underlying comfort factors through a representative Switzerland-wide online survey. These results are then further explored using a public participation GIS survey to identify comfort factors at georeferenced points and along specific road sections. Additionally, we will conduct quantitative GIS surveys, as well as interviews and workshops. The goal is to develop a standardized procedure with recommendations to assist spatial and transportation planning authorities in achieving higher levels of user comfort for AMM, thereby increasing its share.

Cycling culture is an emerging topic within the cycling research discourse. It aims to summarize the ‘essence’ of a specific city or region not only regarding its cycling behaviour but from a systems-based perspective. Despite the growing interest, a coherent definition has not been reached yet, mainly because culture as a concept is hard to grasp and its influencing factors are constantly changing. Therefore, more research is needed to improve the understanding of the concept. This study introduces a new angle to the discourse by exploring the role of planners in a cycling culture. The aim is to shift from a results-based discussion, which currently prevails, towards a more process-based analysis. The research questions are: ‘What does the process behind the planning look like?’ and ‘Who is building the cycling culture?’.

To investigate this, the research focuses on Oulu, a city in Northern Finland, which is also known as the winter cycling capital with a cycling share of 20% in summer and 10% in winter. The study does not focus on winter cycling itself but rather wants to highlight the background efforts that enabled this success. A key factor in Oulu’s cycling development has been its transport planners. Mauri Myllylä shaped the city’s infrastructure from the 60s onwards with his path-breaking devotion for cycling and Harri Vaarala has continued to influence both Oulu’s cycling infrastructure and its national and international recognition in recent years.

By conducting expert interviews with current and previous planners and other key stakeholders in Oulu, this research sheds more light on the internal processes of building a cycling culture. The main contribution to the broader mobility discourse is a shift from result-focused towards process-focused research, fostering a better understanding of the role planners play in shaping the cycling culture in their city and beyond that.

Discussion of mobility narratives is frequently narrowly framed and siloed off into echo-chambers where the same discourses over the same visions dominate. By taking an interdisciplinary and quasifractal-recursive view of mobility narratives as multidimensional constellations of mobility stories and story fragments representing both social and material realities, we can gain a holistic and interdisciplinary look into what sustains our current (auto)mobility system - and how we might move towards novel systems of (velo)mobility.

Introduction
Singapore is an urbanised tropical city. Currently, it aims to achieve the status of City in Nature (complete with ‘curated’ wildlife). It has plenty of sunshine and greenery all year round. People from other parts of the world may find this island country ideal for daily cycling. But why are so few people in this city adopt a Cycling Lifestyle?

The Case for Converting to A Cycling City
For clarification, in this write-up, cycling refers to all kinds of devices (electric and non-electric) that aids in personal mobility such as bicycles, cargo-bikes, scooters, recumbents and Personal Mobility Devices. There are good reasons to encourage cycling in Singapore and make cycling widespread. Some of these reasons are:
1. Singapore is flat and small with an area of only 735.6m2. Its City Form is compact.
2. There is a limit to building more roads for more cars. It is better to use the land, a scarce resource, to accommodate more cyclists in combination with other public transport systems.
3. The population is aging.

Issues:
In all informal discussions with anybody in the country over past decades about the lack of a cycling culture, the issue that often crops up is the hot and humid weather. In other cultures, the hot and humid climate with lots of greenery is the ideal setting for cycling outdoor. I suspect there is another issue involved. In this submission, I would like to condense the probable issues for Singaporeans not to cycle as a lifestyle into 2 major issues:
A. Climatic consideration.
B. Culture of the people.

Introduction: Cycling Out of Poverty Foundation Uganda (CooP-Uganda) is a non-profit organization with a vision of improving on livelihood of African families by making bicycles and other mobility aids such as wheelchairs available and accessible for everyone. Through its flagship initiatives of Bike4School, Bike4Care and Bike4Work, the organisation now explores a bicycle eco system that is able to unlock cycling in communities, addressing transportation barriers encountered while accessing essential services such as education, healthcare, work, and Income in Jinja Uganda. This study explores the role of bicycles in enhancing multimodal mobility, particularly their integration with other transport modes to create a more accessible and equitable mobility network.
Methods: CooP’s data collection process involves a robust mixed methods technique to assess the impact of bicycles in a multimodal transport framework. We rigorously collect baseline and impact data from program beneficiaries (students, Village Health volunteers and small-scale entrepreneurs), including vital metrics like travel distance, commute duration, and mode of transportation used to evaluate travel behaviour, costs and accessibility improvements. Rigorous vetting and route mapping procedures are utilized to enable analysis of cycling routes, connectivity gaps and potential integration points with other transport modes. Policy analysis examines existing urban transport frameworks and identifies opportunities for cycling inclusive mobility planning.
Results: Preliminary findings indicate that integrating bicycles into Jinja’s multimodal transport system has significantly improved accessibility, reduced travel costs, and enhanced economic opportunities in Jinja. Through Bike4School, students’ commuting time to school has significantly reduced by 62%, resulting in improved school attendance of 72% and academic performance of 80%. Bike4Care has improved timely healthcare delivery and increased patient satisfaction in villages, while Bike4Work has enabled small scale entrepreneurs to increase and sustain on their daily incomes. Route mapping analysis has identified key areas where bicycle infrastructure is needed. Initial policy analysis suggests that while urban transport plans acknowledge non-motorized transport, dedicated cycling infrastructure and multimodal planning remain underdeveloped.

My research explores the principle of reciprocity via pedicab interactions in a small city in the United States through a combination of autoethnographic and ethnographic observations. I examined how offering free pedicab rides influenced social interactions, exploring themes of trust, social capital, and the complex nature of giving and receiving in an urban setting. The findings highlight the potential of small acts of kindness to foster community connections and the challenges of navigating reciprocity in transient public spaces.

The bicycle has long been part of a cultural "war" between advocates of active modes and car-oriented people. However, it now finds itself in a broader conflict zone. Commonly associated with liberation, sustainability, and freedom, the bike has become a symbol of progressive values and it is often seen as an enemy of those who support more traditional and conservative perspectives. The rise of conservative parties in multiple countries, apart from many global changes, also impacts our lovely bike. As cycling researchers, our role extends beyond taking sides. We must investigate, specify, and highlight policies and measures that not only safeguard the positive progress of the previous years towards more inclusive and accessible mobility systems in which cycling is an integral part but also ensure cycling's resilience to political turbulence.
The workshop aims to emphasize the interaction of cycling and politics and identify measures/policies/actions that are necessary to ensure the bike's "life" across periods of change. The discussion centres on the time horizon of policy agreements, key stakeholders, the risks involved, and action points depending on the objective. This workshop is designed for urban planners, activists, policymakers, cycling enthusiasts, and individuals interested in the intersection of mobility and politics. Through interactive discussions, the workshop will gain insights into designing cycling policies that sustain political agendas.

In the context of the climate emergency, promoting active travel is essential for building sustainable mobility systems. Understanding the specific experiences and barriers faced by diverse groups is critical to encouraging cycling uptake. Studies reveal that immigrants cycle less than locals, and in Switzerland, residents with a portuguese migration background are 53% less likely to cycle than their Swiss counterparts.
Therefore, this contribution explores why residents in Switzerland with a portuguese migration background cycle (or not) and how their cycling practices evolve across generations, analysed through the prisms of travel socialisation and travel assimilation. Travel socialisation examines how exposure to varying social and physical environments throughout an immigrant’s migratory trajectory shapes travel behaviours. Factors such as access to transport modes (e.g., functional bicycles, car ownership), learned competencies (e.g., when and how cycling skills were acquired), and personal and peer representations and attitudes toward transport modes influence travel practices. Additionally, the influence of spatial and physical environments is considered, as regional differences within Switzerland—such as higher cycling rates in German-speaking areas—affect cycling practices. Travel assimilation, meanwhile, builds on socialisation by exploring how immigrants align their cycling behaviours with local Swiss norms over time, emphasising generational differences and avoiding assumptions of immigrant homogeneity
As part of a broader mixed-method approach combining quantitative and qualitative analyses, this presentation focuses on a national-scale quantitative study using primary data collected via a questionnaire. By exploring generational shifts, social, and territorial influences, the study identifies leverage points to promote cycling and its sustainability benefits for all.

As part of my ongoing research, I conducted fieldwork within the police services, where I collected approximately 150 police reports concerning bicycle accidents involving both adults and minors.

These case files offer a unique window into the narratives that emerge after a crash, especially through the lens of the interviews conducted with those involved.

My current focus is on analyzing these interviews: on the one hand, the voice of the cyclist; on the other, the statements provided by motorists.

Within these accounts, I already notice certain recurring patterns appear, which may reveal shared normative frameworks, moral justifications, or specific reasoning processes regarding responsibility and blame.

I am particularly interested in how these narratives make sense of the event, and how they (implicitly) reflect values, norms, and expectations (or even justifications?) tied to traffic behaviour/crashes.

At CRBAM, I hope to receive input on methodological approaches for analysing this type of qualitative data. Possible directions include narrative analysis, discourse analysis, or thematic coding. I would also like to explore how to approach the complex and often ambiguous distinction between “perpetrator” and “victim” in traffic contexts, where legal guilt is not always established. Key research questions include:

How do cyclists and motorists construct their role and responsibility in the narrative of the crash?
What types of justifications, explanations, or excuses frequently occur in motorists’ statements?
How can these storylines deepen our understanding of traffic safety, normative perceptions, and the (in)visible power dynamics at play on the road?

University of Oregon students participate in a 4 week immersive study tour experience in Denmark and the Netherlands where they experience world-renowned cycling cities while reflecting on how to carry their lessons back to the United States. Students in the course come from a variety of disciplines representing planning, engineering, law, sociology, architecture, environmental studies and more. Throughout the class, they are embedded in cities where they met with Danish, Swedish and Dutch municipal planners, nongovernmental advocates, private sector consultants, academics, and others. Alongside these interactions with content-experts, the class is structured to allow students spend a lot of time as users of local bicycle infrastructure. This allows students to experience the social and cultural benefits of cycling that parallel the sustainability and health impacts.

For their final project, students are asked to choose a topic to explore and write a short, engaging report about how they would translate lessons back to various audiences at home. Students leave the class inspired and eager to bring their experiences and lessons into the U.S. context. The timing of CRB offers a unique opportunity to link with like-minded researchers, share reflections, and translate their experiences into positive change.

In this session, students will provide short presentations of their final projects and workshop lessons and advice for translating these lessons back to their home environments. Workshop participants will get a chance to see and hear about what resonates with young adults and provide meaningful guidance for putting passion into practice.

In order to reduce car use, stimulate cycling and make a modal shift happen, policy makers have to act, among other things, on individual travel behaviour. To make the most effective policy choices, it’s important policy makers have proper knowledge about both the actual travel behaviour in their region and people’s opinion about cycling and (sustainable) mobility in general and corresponding policy. Especially on the latter aspect, researchers and policy makers in Flanders lack clear evidence. Therefore, Mobiel 21 thoroughly studied public opinion about sustainable mobility in Flanders. Via the Bpact online panel, we issued a survey with a representative sample of 2000 respondents.
Our results deliver some interesting results about the public opinion on cycling in Flanders and, more importantly, show a strong preference for more investments in cycling and cycling infrastructure. A majority in Flanders support public policy aimed at cycling. However, the discourse around cycling often seems to point to the opposite. Policy makers base a lot of their decision on what they think public opinion on cycling and the car is. As research by Walgraeve shows, politicians are not the best readers of public opinion. This might lead to car centered policy that doesn't correspond with public opinion on (sustainable) mobility. Therefore it's crucial that results about public preferences, like for example the results from our survey, properly reach policy makers.
At CRB, we would like to discuss how to best put our results to use, in order to counter a general negative feeling around cycling, showing that in fact a vast majority is in favour of cycling (policy). We specifically want to focus on how we can better inform policy makers about public preferences.

Employment and education are two key steps for the integration of refugees and asylum seekers in the society of the host country. Transportation can be a major barrier to accessing those needs, and therefore to integration. Nonetheless, a better understanding of the mobility practices of this group is necessary. Furthermore, while the bicycle is an evident solution for this issue in countries with a high-cycling culture, current research indicates lacks an understanding of the reasons why cycling might not be appealing or accessible for this population. This research attempts to address those gaps by applying Transport-Related Social Exclusion and Social Practice Theory frameworks. By interviewing families of a similar mobility culture background, substantially different from the Dutch mobility culture, this research hopes to shed light on how the different mobility preferences of refugees and asylum seekers help this population group achieve employment and education. The results of this research show that reliable access to bicycles is a challenge and that other significant barriers prevent integration of refugees and asylum seekers. It also shows that the bicycle is seen as a tool for cultural assimilation and leisure, rather than to access basic needs. Future research should isolate the bicycle in order to determine its precise role and compare different communities and locations to determine if these results can be reproduced.

Citizen science is transforming cycling research by providing granular, real-world data that complements traditional academic studies. However, integrating citizen science into research frameworks requires mutual understanding and collaboration between academic researchers and citizen scientists. This session presents the 5-step Citizen Science Engagement Framework, a structured approach that demonstrates how citizen science can contribute meaningfully to academic cycling research.
The framework, developed in the WeCount project, highlights key moments where citizen-generated data enriches scientific inquiry, from identifying mobility concerns and collecting data to analysing findings and sharing results. Through real-world applications in Leuven (Belgium) and beyond, we will illustrate how active collaboration between researchers and citizen scientists leads to more robust, context-aware cycling research.
Data visualisation plays a crucial role in this process, not as a solution in itself, but as a powerful conversation starter. It helps both groups, academic researchers and citizen scientists, interpret and discuss findings from different perspectives. Whether through digital dashboards (Telraam, PING, Bike Citizens) or low-tech tools like public maps and installations, data visualisation makes cycling research more tangible, fostering dialogue and shared expertise.
By placing citizen science and academic research on equal footing, we aim to demonstrate how a co-creation approach leads to deeper insights, richer data, and ultimately, better cycling policies and infrastructure.

Based on an empirical analysis of open data on traffic fines in Barcelona for the years 2022-23, my presentation seeks to assess and reflect on the equity of existing traffic policing and enforcement strategies across transport modes. In the context of increased policing campaigns specifically targeting cyclists and e-scooters, I examine whether these two transport modes are are being disproportionately targeted by traffic enforcement in regard to motorists compared to their relative trip volumes and participation in traffic accidents. My findings largely disprove the hypothesis that cyclists and e-scooters are over-represented in traffic fines, but also show that the average amount of fines issued to cyclists and e-scooters is much higher than for car drivers and motorcyclists. This disparity, I suggest, raises important questions regarding the fairness in the treatment of traffic offences between transport modes, and hints at an unspoken disciplining logic which sees unruly cyclists and e-scooters as deserving "exemplary punishment" regardless of whether their violation of traffic rules has a detrimental impact on traffic safety or public space. Given their over-representation in traffic accidents compared to traffic fines, my results also suggest that motorcyclists should be the subject of greater focus in traffic policing and safety campaigns. While my presentation is based on data from Barcelona, at the CRB session I would be interested in discussing the possibility of carrying out similar analyses in other settings, or carrying out a comparative study between cities. More broadly, I am also interested in discussing other potential research ideas regarding urban traffic fine data sets from the perspective of urban cycling.

Following research projects on inclusive mobility in several Dutch cities, we made a series of five short videos about inclusive mobility in the small Dutch city of Amersfoort. Each episode focuses on a different perspective of inclusive mobility, such as empowering women and elderly, technical aspects and speed differences on the cycling lanes. The discussion features active citizens, civil servants, policy makers and academic researchers.

In this active workshop, we will watch some snippets from the videos and have a discussion about what we see and feel and what we can learn from it. The first part of the discussion focuses on the perceived problems, the possible solutions and the policy recommendations that we can address. But, knowing that working on inclusive mobility is not only about fixing what's broke, but requires a clear vision and often also radical choices, we will also try to address elements for future policy that combines technical, tactical and social interventions. The second part of the discussion is about the value of video as a means to encourage participation: (how) can we use video to reach out to more citizens, especially those who are not familiar with the academic concepts and local policies, and invite them to become part of the debate and make their voices heard?

References
Marissing, E. van & M. Glaser (2024), Advancing inclusion and equity in active transport in Dutch cities. Experiences from Amersfoort, Eindhoven, Utrecht en Zoetermeer. Amsterdam: Urban Cycling Insitute.

Cycling offers important health and sustainability co-benefits for the population, both as a physical activity and as a sustainable mode of transport. Recreational cycling, which includes bicycle tours and sports cycling (mountain biking, road cycling) is practiced by over 40% of the population and is the second-most popular sport activity in Switzerland (OFSPO, 2020). But to what extent do recreational cyclists also cycle for their daily trips (utility), and if not why? To leverage this potential, our research aims by explore the ‘porosities’ between the practice of recreational cycling and utility cycling, by analyzing the barriers between both practices, but also, the links between them.
Only few studies have addressed the relationship between utility and recreational cycling. Some suggest a ‘spillover effect’ from recreational cycling to utilitarian cycling, or vice versa (Kroesen & Handy, 2014; Ledsham et al., 2023; Piras et al., 2021; Sottile et al., 2020). Others see recreational cycling as a ‘gateway’ (Boyer, 2018), allowing people to acquire the basic equipment and experience they need before moving on to utility cycling. Moreover, the boundary between utility and recreational cycling is not always clear, since both practices may share the same motivations (pleasure, physical activity) (Jordi-Sánchez et al., 2022).
To understand the porosities between recreational and utility cycling, a holistic view of the elements that compose cycling practices is needed. Based on social practice theory (Shove et al., 2012), we analyze porosities at three levels: materials (bike, equipment, routes), competences/skills (physical, traffic-related, strategic), and meanings (images and motivations). Our research is based on a questionnaire survey and interviews to be conducted in spring 2025 with cyclists participating in two recreational and sports cycling events in Yverdon-les-Bains, Switzerland. The study will aim to produce (1) a typology of users according to the frequency with which they use recreational and utility cycling, and (2) to identify the barriers and links between the elements that make up these practices. The results will inform practical recommendations for better integrating recreational cycling into a strategy to promote utility cycling.

With aging population, China has implemented various policies and planning measures to address the growing demand for home care. This study aims to understand the factors influencing the spatial matching between service providers and the demand groups, as well as the travel mode and efficiency of elderly care workers. Initial findings indicate that 90.3% of long-term care insurance caregivers are female migrant workers who face high work intensity. These caregivers are required to provide timely one-hour services for each families. As a result, 98% of caregivers prefer using electric two-wheeled vehicles as their primary commuting tool due to their flexibility, convenience, cost-effectiveness, and time-saving advantages over other transportation modes. The characteristicses of their travel and neighbourhood built environment were analysied. Some suggestions to improve electrical two wheels travel will be proposed to facilitate the service

In the city-state of Singapore, the predominant discourse as engendered by government policies and evident in state funding is to encourage more active mobility, particularly walking and cycling. However, cycling uptake remains low at 3-4 % of daily mode share. This study will use news articles and semi-structured interviews to understand perspectives towards road cyclists in Singapore. News media in Singapore is highly regulated and widely consumed by Singaporeans. 123 articles from the past two years that cover cyclists or cycling in Singapore from The Straits Times and Channel News Asia, the two main mainstream media providers in the city-state, were analysed. Articles were manually coded using a literature review from qualitative research on cycling in the West and in Asia. Key words were identified relating to themes developed through the literature review. New themes were also identified from the articles and corresponding key words were highlighted (Armat et al. 2018). We will conduct semi-structured interviews with cycling communities, namely professional road cyclists and foreign worker cyclists, as well as non-cyclists who commonly encounter these communities. Through our ethnographic component, we will further refine our analysis of news articles, and seek to further understand the ground up sentiment towards cycling in Singapore, and how these impact the narrative of cyclists in the news media in Singapore. We hope that the findings will inform policy formulation and promotional campaigns in a way that resonates with people and addresses their concerns or misconceptions.

Armat, M.R., Abdolghader, A., Rad, M., Sharifi, H. & Heydari, A. (2018). Inductive and deductive: Ambiguous labels in qualitative content analysis. The Qualitative Report, 23(1), 219-221.

Our presentation explores the conceptual contributions that the humanities can make to cycling studies. Bicycles, ubiquitous around the globe, are versatile and adaptable instruments used across extremely diverse demographics, in many different contexts, and for manifold purposes. Bicycles also have wide-ranging effects: being a bike user, and even being around such users, shapes one’s consciousness, thoughts, and moods. As such, bicycles represent important opportunities for research that goes beyond the object of the bicycle as a means of mobility to the practice of cycling as a form of mediation between oneself and the world.

In expanding how we think about bicycles and cycling, we can also expand the interdisciplinary frameworks we bring to cycling studies more generally. What the humanities can offer, we argue, is a reflexive and critical lens attuned to issues of meaning and subjectivity—those qualities most resistant to quantitative, statistical, empirical, and applied perspectives. Moreover, as Stefan Collini (2012) and Geoffrey Galt Harpham (2013) have argued, the humanities foreground the interpretive, cultural, and affective dimensions of human experience while resisting the strictures of disciplinarity. This resistance, we argue, is precisely what cycling studies might employ to move beyond siloed disciplinary models toward more integrative and dynamic forms of interdisciplinarity, allowing us to rethink more broadly the questions we ask, the contexts in which we ask them, and the assumptions that we bring to cycling research.

This shift—from object-centered analyses of the bicycle to humanities-informed and experience-centered inquiries into cycling—opens up new avenues for research that is both interdisciplinary and critically reflexive. Ultimately, a humanities-informed approach to cycling studies is methodologically open, critically engaged, and responsive to issues of power, identity, and access. In advocating such a conceptual shift, we invite scholars across disciplines to rethink cycling not just as a means of mobility, but as a transformative interface between self and world.

Works Cited

Collini S (2012). What Are Universities For? Penguin, London

Harpham GG (2013). “Finding Ourselves: The Humanities as a Discipline.” American Literary
History 25(3): 509–34. http://www.jstor.org/stable/43817585

How should a community respond when someone is killed in the street—an investigation, memorial, moment of silence—and then, business as usual? Around the world, traffic violence claims over a million lives each year. Yet even in the wake of tragedy, many cities struggle to offer a meaningful or visible public response.

This roundtable focuses on responses that move beyond the emotional and political void left in the aftermath of roadway deaths, toward immediate infrastructural change. Drawing from a context of persistent institutional inaction—where streets remain physically unchanged—we examine how official responses are often minimal, with responsibility quietly deflected. In the absence of a structural reaction, loss becomes private, danger is normalized, and political discourse stalls.

We present an update to a protocol known as Emergency Streets, a framework designed to support rapid, visible action following fatal crashes. Within 72 hours, temporary traffic-calming tools can be deployed to reduce speeds and visibly mark the site of harm. While modest in scope, such interventions challenge the assumption that existing street designs are neutral and create a space for communities to directly engage with public infrastructure in the aftermath of violence.

This roundtable invites participants to consider:
– Why aren’t traffic fatalities treated as public emergencies?
– What forms of response can disrupt the normalization of risk?
– How might temporary interventions—such as those in Emergency Streets—support long-term policy change?

By bringing ethnographic insight into conversation with pragmatic tools, this session explores how cycling communities and allied constituents can shift from passive tolerance of roadway death to active engagement. We aim to foster the boldness needed to cultivate a more responsive, human-centered street culture—one that enables elected officials and transportation professionals to engage in more honest conversations about the failures of past approaches.

The transition to sustainable urban transport increasingly relies on bicycles, though their usage is significantly influenced by weather conditions, particularly high temperatures. To address this challenge, this research approach focuses on optimizing cycling conditions through strategic tree placement.
Inspired by the existing 3-30-300 urban green space rule coverage (3 large trees near every house, 30% tree shade in a neighbourhood, distance between any house and green area less than 300 m), a new guideline is proposed which states that 35 percent of cycling paths should be shaded by trees, 5% more than the baseline to actively encourage cycling.

For the municipality of Delft, a geospatial analysis was conducted using Geographic Information System (GIS) data from Cobra Groeninzicht and the municipal authorities. QGIS and Python were employed to analyse tree and cycling network information. The shadow simulation focused on a July day at 14:00 PM, representing the warmest conditions with the sun at its highest position.
Initial analysis revealed that, on this July day, this day Delft's cycling network was only 26.6 percent shaded by trees. To meet the 35 percent target, 223 "standard" trees were manually added in the GIS data, their location choice based on cycle paths which seemed to have insufficient shade. This purposeful tree addition increased shadow coverage to 37.5 percent, successfully satisfying the proposed shading rule.

A subsequent research phase developed an automated tool for optimizing tree placement. This software allows users to select different tree sizes while considering appropriate spacing between trees. The tool enables municipalities to quickly determine optimal tree locations for enhancing cycling conditions.
By quantitatively assessing and improving urban cycling infrastructure through intelligent tree placement, this method provides a practical, environmentally friendly approach to promoting sustainable urban transportation.

Cycling for transportation is increasingly recognised as a core strategy to combat the climate emergency, particularly in urban environments. Within this context, bike-sharing systems offer a valuable opportunity to attract new users to cycling and promote sustainable mobility. However, the rapid growth in the use of these schemes has exposed critical gaps—such as insufficient cycling infrastructure, system saturation, and poor integration with other transport modes—which continue to hinder their full potential. Drawing on a mobile methodology, which allowed participants to reflect in situ on their perceptions, reactions, and decision-making processes as they unfolded, we conducted video-recorded bike-along interviews with 17 users of a docked bike-sharing system in Barcelona to explore how infrastructural and spatial conditions shape the riding experience. Through a combination of content analysis of participants’ narratives and observational analysis of videotaped behaviours, which captured behavioural cues, bodily gestures, and micro-negotiations with traffic and infrastructure that were often left implicit in verbal accounts, our findings reveal that traffic safety—modulated by cycling infrastructure and network connectivity—strongly influences how users of shared bicycles perceive and engage with urban space. Furthermore, participants reported that features specific to shared bicycles, including their design and maintenance, notably shaped their riding experience. Beyond the act of cycling itself, our analysis highlights the importance of often-overlooked stages—such as bike pick-up and return processes—in shaping users’ overall perceptions. These moments present logistical and accessibility challenges that may limit the consolidation and expansion of bike-sharing schemes. Policymakers and urban designers are likely to find these insights valuable, as they point to concrete areas for improvement that could enhance navigation, usability, and user satisfaction.

Bike minute map allows greater appropriation of a given environment by local cyclists and would be cyclists, whether we're talking urban, suburban or even rural areas.
This could enables proper modal shift towards new kind of active mobility for citizens and encourage institutions to build appropriate wayfinding instead of costly and (sometimes) delayed cycling infrastructure...

The rapid expansion of Bike Sharing Systems (BSS) in urban centers presents an opportunity to assess their potential contributions to health, sustainable mobility, and urban safety. This research examines the relationship between the built environment, road safety, and physical activity levels of BSS users in six Brazilian capitals (Brasília, Recife, Porto Alegre, Rio de Janeiro, Salvador, and São Paulo). Using a mixed-method approach, we analyze data from BSS operators, public health databases (DATASUS, Vigitel), and geospatial datasets to explore patterns of usage across different user profiles (gender, age, purpose of trips) and their implications for active mobility. The study applies Multiple Correspondence Analysis (MCA) to segment user profiles and the Health Economic Assessment Tool (HEAT) to estimate avoided premature deaths and associated economic benefits. The findings contribute to the discussion on Health in All Policies (HiAP), emphasizing the need for evidence-based planning in mobility policies. This research strengthens the dialogue between public health and urban mobility sectors, highlighting the importance of integrating road safety improvements and equitable access to BSS to maximize their health benefits and sustainability outcomes.

Linguistic challenges and societal narratives should be considered in shaping barriers and resistance to change. Language not only reflects reality but actively shapes it, influencing our perceptions, actions, and shared futures. As Te Brömmelstroet et al. (2020) emphasize, “Language is not a neutral mirror of reality, but has a profound impact on what we see, what we do not see and how we act and shape our future together.” Common statements such as "We are not Amsterdam," "Our city is too hilly for cycling," or "Cycling in polluted air is harmful" are pervasive in car-centric cities and perpetuate resistance to developing cycling. These linguistic constructs influence how communities perceive cities, streets, and mobility systems, dictating their use, planning, and governance.
This workshop will explore and challenge these entrenched narratives by leveraging lived experiences and research findings. In the first phase, the session will uncover and critically examine linguistic barriers to urban cycling development, with a specific focus on Tehran. These statements will be analyzed as key obstacles to change.
The second phase will involve an interactive workshop where participants will collaboratively construct alternative, transformative statements. The aim is to create counter-narratives that dismantle barriers to change and instead drive a discourse of transformative change. For instance, rather than accepting the statement, "Tehran's slopes are unsuitable for cycling," participants may co-create alternatives such as, "Because of the steep terrain in Tehran, we should prioritize gear and electric shared bicycles in those areas."
The ultimate goal is to empower participants to reframe existing narratives and foster a collective understanding of the power of language in shaping and changing urban mobility to facilitate transformative change. The outcomes of this workshop, including collaboratively developed counter-narratives, could culminate in a manifesto by the UCI. This manifesto would serve as a guide for promoting alternative narratives in diverse contexts, inspiring cities to embrace cycling-friendly futures.

Te Brömmelstroet, M. (2020) Mobility Language Matters. De Correspondent, Amsterdam.

Public space is not a neutral container but a contested common—shaped, claimed, and often enclosed by dominant systems and spatial regimes. Cycling, as both a social and political practice, provides a unique lens to examine how public space can be reclaimed and reimagined as a shared, collective domain. Our work explores the potential of everyday cycling practices to crystallize public space as common by challenging the exclusionary forces that restrict access and use.
In the first phase, we employ collaborative autoethnography to analyze our lived experiences of cycling in Tehran—a city characterized by its car-centric environment. Through this process, we identify analytical themes that reveal how public space is enclosed and regulated, while also highlighting the politicization of cycling as an embodied practice that transcends mere transportation. Cycling emerges as a form of resistance, critically engaging with the spatial hierarchies that marginalize non-motorized mobility.
The second phase involves presenting these initial themes to our session participants through a workshop designed to foster a participatory, collaborative autoethnographic exploration. Through storytelling and collective reflection, participants will co-create narratives that rethink cycling as a critical commoning practice. This collaborative and interactive session aims to illuminate alternative ways of understanding and utilizing public space, ultimately fostering transformative approaches to reclaiming urban spaces as shared commons.

The COVID-19 pandemic and its associated lockdowns significantly altered mobility patterns worldwide. In this study, we analyze the usage of shared bikes before, during, and after lockdown periods to understand whether lockdowns led to long-term shifts in cycling behavior. Using data from the shared bike system in Kocaeli, we applied the Kolmogorov-Smirnov test to assess differences in trip distributions across time periods. Additionally, we calculated Cohen's d to quantify the effect size of these changes.

Before the start of the pandemic in March 2020, it was observed that bicycle use increased especially in the spring and summer months in 2018 and 2019, and that bicycle use reached a minimum value in March-April 2020, when closures and restrictions occurred with the start of the pandemic. In the following period, with the end of the full closure and the gradual normalization process, it is seen that the number of bicycle rentals and the total time spent on bicycles reached the highest value in four years in the summer of 2020.

Our findings indicate a significant increase in shared bike usage immediately following lockdown periods. However, this surge in usage was temporary, with trip frequencies gradually returning to pre-lockdown levels over time. These results suggest that while lockdowns influenced short-term mobility preferences, they did not lead to a sustained increase in shared bike adoption.

This study provides insights into the resilience of urban mobility patterns and highlights the role of external disruptions in shaping transportation choices. Our findings have implications for urban planning and shared mobility policies in post-pandemic cities.

This submission follows the research presented at CRBAM 2023 about the role of Urban Green Infrastructure (UGI) in cycling experience, by presenting the research findings. This time, we aim to share methodological findings and seek feedback on developing User eXperience (UX) capturing methods to study human-environment interactions while cycling.
Research objective is to understand comfort components during riding the bicycle. A group of volunteer cyclists were equipped with bike-mounted phone holders and wearable microphones and were asked to video-record their everyday cycling trips while verbalizing their emotions and perceptions through think-aloud protocol in Munich during summer and winter time. Volunteers were asked to be self-aware and try to state any changes in their feelings while riding their bike and the potential cause of it. 13 self-recordings per season were requested. Additionally, a walk-along interview through a route encompassing different street profiles was conducted to explore the role of UGI in more details. All the self-recordings and interviews were geo-tracked using Strava application.
The findings shed light on details of perceptions and feelings that cyclists experience in different street compositions. The authors are looking forward to going beyond the results of the study and initiate a discussion around the possibilities of different methods to capture emotions, their causes and their locations while cycling. We believe this data can reveal enormous number of details that can help planners and decision makers to develop cities that provide better cycling experiences for all users.

Electric-assisted bicycles (Pedelecs) offer a promising pathway toward sustainable mobility by combining the convenience of motorized travel with the environmental benefits of cycling. This study proposes to examine how access to Pedelecs—compared to conventional bicycles—affects the reduction of single-occupancy car trips in Germany. Using a large, representative dataset of over >100,000 licensed car drivers, the research will analyze mode choice behaviors across diverse socio-economic and geographic contexts. A central focus will be the comparative impact of Pedelec and conventional bicycle use on car-mode substitution. The study will also investigate how these effects vary between urban and rural areas, where car dependency and infrastructure differ substantially. By distinguishing the relative contributions of both bicycle types, this research aims to inform targeted policy interventions that maximize the potential of active mobility modes to reduce car reliance, emissions, and congestion.

Flanders, the second-largest bicycle region in Europe, aims to increase bicycle trips to 30% of all trips by 2040. Achieving this target requires understanding current cycling patterns and local mobility behaviors. This study presents a methodology to model potential bicycle trip growth through regional and local scenarios, identifying where and to what extent local growth is needed.

Using the Flemish agent-based traffic model, we map current cycling behavior across the region. The model provides a comprehensive picture of modal share in Flanders, incorporating the demographic and behavioral characteristics of each trip made by the region’s 7 million residents. It overcomes traditional data limitations, offering a more accurate representation of cycling patterns, including long- vs. short-distance trips and their distribution across urban, suburban, and rural areas.

For scenario building, we start with the “as-is” bicycle matrices from the traffic model, then grow them to reflect expected population increases by 2040 in each municipality. Growth scenarios focus on enhancing urban cycling infrastructure, promoting short-distance trips, improving long-distance routes, and increasing cycling in municipalities with low modal shares. These scenarios are evaluated based on feasibility, required effort, and potential impact, to identify effective pathways toward the 30% target. Recognizing that varying growth potential across municipalities exist due to geography, work opportunities, and existing infrastructure; we group municipalities into clusters based on shared characteristics to create tailored strategies.

A robust monitoring framework evaluates progress every three years using historical data from local counts and surveys to assess growth trends and intervention effectiveness. This supports policymakers in refining strategies and ensuring continuous progress toward the 2040 target.

Throughout the study, a collaborative steering group of policymakers, mobility experts, local stakeholders, and academics refines the methodology and strategies, ensuring the final proposal is embraced across all levels of policymaking.

Evaluation of the Health and Economic Impact of a Public e-Bicycle Service Nieto, I., Mayo, X., Iriberri, J. & Jimenez, A.

BACKGROUND Cycling has been associated with benefits for health and the environment. However, investment in this activity at the public level must be justified. The Health Economic Assessment Tool (HEAT) was created by the World Health Organization as a public online resource to support evaluation efforts from policy makers and any professional interested in the promotion of walking and cycling.
METHODS Bilbao City Council (Vizcaya, Spain) was interested in evaluating the impact of its public e-bicycle service (BilbaoBizi). HEAT version 5.0 was used to estimate the value of reduced mortality resulting from regular e-cycling. This estimate was calculated taking into account the impact in four domains: physical activity, air contamination, accident risk, and carbon emissions. Data related to the use of the service during 2023 was collected from the Bilbao City Council records.
RESULTS The City Council records registered 1,972,019 uses from 19,159 individuals using the service, at least once, during 2023. As a result, the service prevented 0.81 premature deaths and reduced carbon emissions by 11 metric tons that year. It was estimated that these benefits corresponded to an economic value (adjusted to 2023) of €2,050,000 (€15,800,000 in ten years).
CONCLUSION Public services are key players in the promotion of active lifestyles and more sustainable modes of transport. The investment in these services must be evaluated regularly in order to make informed decisions. HEAT has been shown to be an appropriate tool to do it, but robust estimations require the availability of quality data.

How do you create a lively bike culture amongst different citizens in a given metropolitan area?
How do you promote the fact of taking your bike instead of taking your car, in a "fun" way?
How do you make sure everyone embarks in creating their own, shared mobility tool?
By creating new format events mixing mobility, but also arts/culture, health and education at the same time! Welcome to the world where your car isn't needed to run errands anymore (grocery shooping, going to sport, dropping package for a moving out, ...). Through the example of two cities (Montreal, CAN and Lyon, FRA), we will see how community groups, cities, associations and volunteers can work together to create such enabling culture for the masses!

On behalf of the German cycling Association we developed a statistical model in 2023 to estimate the effects of cycling policies on the actual uptake of cycling in Germany (see link below). While most models focus primarily on travel times and costs, our approach combines personal and trip data from the largest mobility survey in Germany (MiD 2017) with regional data, such as the quantity of cycling infrastructure. This allows us to demonstrate that with a cycling-friendly environment, similar to that of the Netherlands, a comparable model share of cycling can be achieved in Germany.
While our report received widespread ackowledgment in Germany, we see valuable opportunities for enhancement in two key areas:
• The data from MiD 2017 is somewhat outdated, and we anticipate the results from MiD 2023 to be released this summer
• We have identified a statistical method that could better align with our objectives compared to the one we initially utilized.
To address these issues, we plan to update our model and publish the results later this year. We also think this model structure has a big potential to be used in other countries where similar surveys exist.
In our workshop, we aim to share our experiences with researchers from various fields and invite them to explore possibilities to:
• Further enhance the model
• Adopt our model concept to their own countries’ cycling data and policies
• Collaborate on a a pan-European or cross-country initiative
We invite everybody interested to join our workshop. Participants will have the opportunity to contribute in working groups and to develop own reseach topics or use cases.

When moving, children very often see the city from a window view. Best-selling children’s books and popular cartoons also show cars as the norm for how we move around. In this car-oriented infrastructure and imaginary, it is difficult to think about other, healthier options. The idea of a social imaginary connects various fields of study, from psychology to architecture, and is the matrix of innovation and change. But how can someone nudge the imaginary into being a more sustainable one? This is where Radical Children’s Literature may come in handy. The concept first appeared to describe books published between 1910 and 1949 across Europe and North America. Writers saw children’s books as a way to challenge dominant norms and to create the social will necessary for remodeling society within people of all ages. From a Radical Children’s Literature perspective, the discussion can start from an early age and show that the world's structure is not inevitable. In this sense, books that shift the parameter for urban design and focus on how children experience the city can be one of the first steps to create new urban imaginaries and develop urban literacy. We need more stories that engage readers in debates about socio-spatial inequalities, promote cycling and walking as a way to move and explore the surrounding environment. Stories that inspire activism and stories in which children have agency on the streets.

Background: Ebikes show great potential for replacing car use as they can facilitate longer trips, support trip-chaining, and carry cargo and passengers. As an ‘active’ mode, ebikes could provide both health and environmental co-benefits compared to car use. However, there is ongoing debate about whether ebiking qualifies as moderate-to-vigorous physical activity (MVPA) due to variable assistance from a battery-powered motor. Whether greater use of ebikes might decrease physical activity among people already biking also appears in this debate. We have investigated the effects of ebike power settings and cycling intensity on minutes of MVPA.

Methods: Adult participants each completed six 5km ebiking trials along the same route, with a factorial combination of ebike power setting (off/mid-power/full-power) and cycling intensity (natural/brisk). Heart rate while cycling was measured by a Polar Heart Rate monitor. Using either age-estimated or lab-measured maximum heart rate, total minutes of moderate-to-vigorous physical activity were calculated for each 5km trip.

Findings: Nineteen participants completed a total of 114 trips, with six trips excluded for data quality issues. Cycling 5km with the ebike motor switched off led to participants completing 14 minutes of MVPA on average, significantly higher than the 11 minutes with the motor set to either mid-power or full-power. Cycling briskly led to participants completing around 90 seconds more MVPA over 5km (and notably more minutes of vigorous physical activity, 11 minutes brisk; 5 minutes natural).

Discussion: Despite small differences in the total number of minutes of MVPA over 5km, cycling with electrical assistance still produced meaningful amounts of physical activity. E-biking therefore offers a flexible means to achieve recommended weekly MVPA, especially compared to sedentary transportation modes like car journeys. The potential health co-benefits of this climate mitigating behaviour are apparent and should be emphasised when promoting ebiking as a sustainable form of mobility. At the end of our presentation, we will discuss with attendees what further unanswered questions they have relating to ebikes and physical activity.

Despite the growing research interest in vulnerable road users, fine-grained cyclist datasets are still limited. Such datasets can provide empirical insights into previously unexplained cyclist behaviors as well as support calibration and validation of under-development cyclist behavior models. Current data collection methods primarily rely on aerial video footage, which is low-cost and easy to implement. However, it suffers from critical limitations such as data loss due to occlusion and limited spatial coverage. Sub-microscopic level details related to bicycle/riding dynamics and interactions with other road users are hard to capture. In response to these limitations, we develop an advanced privacy-preserving data collection platform from an ego bicycle perspective. Our instrumented bicycles are equipped with several ride dynamic sensors to precisely record cyclists' steering angle, pedaling power, cadence, and speed. Motion dynamic sensors, including a high-precision GPS module (with Real-Time Kinematic module) and an Inertial Measurement Unit, capture the cyclists' global positions, linear acceleration, angular velocity, and lean angle. Furthermore, we integrate LiDAR systems to detect surrounding infrastructures, and static and dynamic objects. A uniform Linux-based platform collects, synchronizes, and calibrates multi-frequency data streams from these diverse sensors. Precise motion dynamic data can describe complex dynamic models coupling lateral and longitudinal movements of cyclists instead of the point-mass model. LiDAR perception information provides interacting object characteristics such as object class, geometric profiles. Overall, Perception data serves as an environmental input that influences a cyclist's decision-making process. The dynamic riding data captured reflects the cyclist's responses, demonstrating the outcomes of their conscious or subconscious decisions. Precise motion dynamic data represent the execution of decisions and planning of cyclists. The comprehensive dataset provides insights into cyclist’s mental models, bridging perception, tactical decision-making, and operational execution within specific riding scenarios. Demonstration examples highlighting these capabilities will be showcased during the presentation.

Academics play a crucial role in shaping social change, yet traditional research methods often create a divide between researchers and the communities they study. Citizen science and transformative learning challenge academics to move beyond observation and analysis, engaging instead in cooperative problem-solving with citizens.
This contribution presents a transformative learning approach to citizen science, illustrating how academics can collaborate with communities to interpret citizen-collected data and co-develop solutions to real-world cycling challenges. Using examples from mobility research—such as citizen-led data collection via Telraam, PING, and participatory mapping—we demonstrate how experiential learning, critical reflection, and collective action drive change. Citizen science not only generates valuable data but also serves as a catalyst for deeper engagement, empowering both researchers and citizens to become co-creators of knowledge and solutions.
A key aspect of this process is the disorienting dilemma, an emotionally striking moment when citizens realise, through data, that their perceptions of mobility challenges do not align with reality. This can spark strong reactions, but also motivate advocacy and action. As citizens engage in data collection, analysis and interpretation, they explore new roles beyond passive observation, transitioning into active changemakers in cycling research and policy.
Co-creation is not without its challenges as engaging with communities requires academics to rethink traditional hierarchies of expertise, navigate tensions between advocacy and research, and confront institutional barriers to participatory methods. Yet, this mutual learning process also transforms academics, challenging assumptions and fostering interdisciplinary, community-driven approaches.
This interactive and thought-provoking talk will challenge academics to step beyond traditional research frameworks, embrace the risks and opportunities of co-creation, and explore how transformative learning can make cycling research more impactful, participatory, and solution-driven. Participants will engage with real-world case studies and discuss practical strategies for integrating citizen science and transformative learning into their own work.

It’s 17 years since the editor in chief of Wired Magazine published his provocative piece on the end of the scientific method and the new era of data-driven everything [1]. The enthusiasm was great and has kept the (cycling) transport research community on its toes to this day. As more new data sets and advanced computing techniques became available, the transport modelling community, traditionally reliant on vast amounts of data, was particularly optimistic to make big leaps forward [2, 3]. Currently, we see emerging data sources and data-driven applications, which bear huge potentials for the transition towards sustainable cities. With AI-driven solutions on the horizon, the topic gains additional momentum. However, this potential remains largely untapped due to slow adoption in administration and public engagement processes.
While the advancements have significantly contributed to the field, it is essential to critically reassess the impact and methodologies of data-driven cycling research. We plan to tackle the following problem statements in a collaborative setting:
• There is a need to evaluate the effectiveness of data-driven approaches in promoting cycling and fostering sustainable mobility systems, especially in times of a societal and transportation policies backlash in many countries
• The concept of “data triangulation” - combining different datasets to form a comprehensive view - needs further exploration, including methods for semantically and syntactically integrating various datasets.
• Data quality issues and the identification of trustworthy datasets for ground truthing are critical when working with closed data sources. Moreover, we are concerned about the reliance on proprietary data providers and academic principles of freedom, publicness, and transparency. Thus, we must discuss how to pool research data efficiently and grant accessibility across communities.
• The epistemological foundations of data-driven cycling research need clarification, especially in differentiating real-world phenomena from their digital representations and integrating theory-led research with big data analysis.

Literature:
1. Anderson, C., The End of Theory: The Data Deluge Makes the Scientific Method Obsolete, in Wired Magazin. 2008, Condé Nast Publications: San Francisco.
2. Miller, H.J. and S.-L. Shaw, Geographic Information Systems for Transportation in the 21st Century. Geography Compass, 2015. 9(4): p. 180-189.
3. Anda, C., A. Erath, and P.J. Fourie, Transport modelling in the age of big data. International Journal of Urban Sciences, 2017. 21(sup1): p. 19-42.
4. Succi, S. and P.V. Coveney, Big data: the end of the scientific method? Philosophical Transactions of the Royal Society A: Mathematical, Physical and Engineering Sciences, 2019. 377(2142): p. 20180145.

Understanding the cyclist's perspective, which includes physical and biomechanical characteristics, plays a crucial but little-researched role in the planning and design of user-centred cycling infrastructure. Desired speed, energy efficiency, braking distance, among others, are important factors for understanding bike rides and provide insight into the behavioural characteristics of cyclists from a biomechanical perspective. This research suggests that a bike ride in an urban area can be divided into distinctive behavioural phases, characterized by degrees of power, speed, and cadence. Within these phases, results differ widely between cyclists, allowing the identification of groups, which show patterns about riding strategies. To capture behavior patterns among cyclists, this study had participants ride along different routes on "SensorBikes,” which are equipped with sensor technology, collecting over 300 km of observations. This description of cycling as a mechanical process can serve as a basis for the development of a micromodelling approach to cycling behaviour and can be used to improve the planning of cycling networks and bike infrastructure.

Cyclists are exposed to great risks in inner cities. Vehicles often overtake without consideration of distances. This increases cyclists' feelings of insecurity and leads to reduced bicycle use. Car drivers are unaware of their fault and have difficulty estimating their distance to vulnerable road users. A driving assistance system could inform car users of critical situations while driving, what indirectly contributes to better cycling conditions. The BikeDetect project wants to improve the detection of cyclists in traffic scenarios. For this usecase, AI approaches are generally suitable. The AI model Two Wheels consists of implementations with Faster R-CNN, SSD, and YOLOv8, with YOLO demonstrating the best performance for camera based cyclist detection. Since cameras are associated with high costs, cyclists can also be detected using other technologies. For example, LiDAR offers the possibility of classifying objects based on geometric features. Thermal sensors can distinguish living from non-living objects based on temperature. In this specific application, the distance to the objects (the cyclist) is of interest. Ultrasonic or radar are suitable for measuring distances. The project faces the challenge of identifying approaches for fusion of classification and distance data streams. BikeDetect is currently in the preliminary study phase. Initial data is being generated in a parking lot test scenario. Based on the results of the study, the sensors that could form the basis of a driving assistance system are selected for a prototype that will be tested on a measuring vehicle in the inner city traffic of Osnabrück (Lower Saxony, Germany) during two days in September/October 2025. The goal is to determine overtaking distances in real road traffic scenarios through data fusion. The lecture or workshop will present the applied hardware and software technologies and discuss with participants how a future driving assistance system could be designed to significantly improve cyclist safety.

This workshop aims to explore the role of open data in cycling planning and its integration into agent-based models, focusing on the Berlin Metropolitan Area. Previous research has underlined the impact of unsafety concerns, created by still car-dominated urban environments, on bicycle usage and behavior. While various models have incorporated safety perceptions, their subjective nature introduces complexity that might not be necessary. In the workshop, we will also explore how modeling should guide cycling planning and how immediate infrastructure interventions should be prioritized in reversing above negative concerns. Furthermore, we want to examine how different data sets can be used in cycling planning.
The first part of the workshop will focus on conducting meaningful qualitative comparisons considering different dimensions of cycling behavior. Berlin presents an ideal case study due to its availability of datasets. These are: a) reported incidents or accidents and rides, b) road infrastructure data with estimated perceived safety rates per road link, and c) bicycle traffic counts. After presenting some trends, it will be examined whether actual safety metrics sufficiently explain cycling behavior or if perceived safety plays a more significant role by comparing the findings from steps a), b) and c) to findings of existing studies. Furthermore, the relationship between cycling infrastructure and observed mobility patterns will be discussed in the workshop.
Next, findings from agent-based simulation experiments using MATSim (Multi Agent Transport Simulation) will be presented. The discussion will center on identifying deviations between modeled and real-world cycling behaviors. The importance of these outputs in the planning process will be critically assessed, considering whether recalibration of existing models is necessary or if more advanced stochastic simulation approaches should be developed.
These discussions with the participants will contribute to defining the relationships between data, modeling, and policy decisions to answer how research can support a data-driven yet pragmatic approach to cycling planning.

This abstract was prepared by Gregor Rybczak, Simon Meinhardt and Panagiotis G. Tzouras

The Brazilian Cyclist Profile Research, organized by Transporte Ativo with technical collaboration from the Observatório das Metrópoles and sponsored by Itaú Unibanco, represents a pioneering effort in creating a longitudinal cycling mobility census in Brazil. Conducted every three years, the 2024 edition mobilized over 250 researchers across 18 cities, resulting in 11,956 interviews. This collaborative initiative provides low-cost, high-impact data to address the persistent lack of cycling mobility data in Brazil and other Global South contexts.

Despite municipal authorities frequently citing the absence of reliable cycling data, this study unveils crucial insights into barriers, motivations, and opportunities for cycling adoption. Key findings include:

51% of cyclists ride to save money, underscoring cycling’s economic role.

46% of female cyclists cite safety concerns as their main barrier.

58% of cyclists ride daily, proving its significance as a transport mode.

31% of respondents increased their cycling frequency in the past year, signaling a growing trend.

The study moves beyond traditional transport surveys by integrating social, cultural, and economic dimensions of cycling behavior. The findings inform evidence-based policymaking, shaping cycling infrastructure investments, safety policies, and public awareness campaigns. Additionally, the open-access methodology enables replication across different urban contexts, fostering regional and international knowledge exchange.

This workshop will explore the research methodology, present findings, and discuss how citizen-generated data can drive policy transformation. Through interactive exercises and case studies, participants will collaborate on strategies to apply similar research methodologies in their own cities.

Objective: Injury risk curves are vital in quantifying the relative safety consequences of real-world collisions. Previous injury risk curves for bicycle-passenger vehicle crashes have predominantly focused on frontal impacts. This creates a gap in cyclist injury risk assessment for other geometric crash configurations. The goal of this study was to create an “omnidirectional” injury risk model, informed by known injury causing mechanisms, that is applicable to most geometric configurations.

Methods: We used data from years 1999-2022 of the German In-Depth Accident Study (GIDAS). We describe the pattern of injuries for cyclists involved in collisions with passenger vehicles, and we developed injury risk functions at various AIS levels for these collisions. A mechanistic-based approach accounting for biomechanically-relevant variables was used to select model parameters a priori. Cyclist age (including children) and sex were regarded as relevant predictors of injury risk. Speed and impact geometry were captured through a novel predictor, Effective Collision Speed, which transforms the vehicle and cyclist speeds into a single value and incorporates frictional considerations observed during side engagements.

Results: We identified 6,576 cyclists involved in collisions with passenger vehicles. AIS3+ cyclist injuries occurred most often in the head, thorax, and lower extremities. Effective Collision Speed was a strong predictor of injury risk. Collisions with a potential for a normal projection were associated with increased risk, though this was only significant at the MAIS2+F severity level. Younger children had slightly higher injury risk compared to young adults, while elderly cyclists had the highest risk of AIS3+ injury. Sex was a significant predictor only for the MAIS2+F injury risk curves.

Significance: U.S. cyclist fatalities increased 55% from 2010 to 2021. To reduce injuries and fatalities, it is crucial to understand cyclist injury risk. This study builds on previous analyses by including children, incorporating additional mechanistic predictors, broadening the scope of included crashes.

A stronger emphasis on cycling in transportation planning holds the potential to transform both planning culture and society. As such, cycling advocacy – across various forms and by diverse stakeholders – plays a critical role. However, often overlooked are direct action and bottom-up initiatives driven by civic society, which remain underexplored in research. Understanding these direct actions is vital, as it sheds light on their relevance to cycling advocacy and contributes to broader sustainability transitions.
To gain this understanding, it is important to explore both internal and external factors. Internally, motivations may include frustration with the perceived inefficiency or inadequacy of representative democratic processes, the need to express dissatisfaction with the current system, or the desire to promote visionary future scenarios. Externally, these actions are often triggered by specific events or cases in the lived experiences of cyclists, with movements gaining or losing momentum in response to shifting social dynamics.
This study examines the "Critical Mass" movement, a decentralized gathering of cyclists who take to the streets in large groups to assert cyclists' rights and challenge urban mobility planning. By focusing on Finland, particularly Helsinki, we conducted qualitative research through document analysis and interviews with key figures involved in the movement. The study identifies both driving and inhibiting factors, offering insights into the emergence and decline of movement momentum.
In this presentation, we will highlight the potential of grassroots activism for cycling advocacy, emphasizing its potential to influence societal attitudes and reshape planning discourse.

Safe cycling infrastructure is essential for enabling people of all ages and abilities to bike, yet it often faces strong opposition in North America, where cars have dominated for decades. As cities undergo an urban mobility transition, many are reallocating road space to support cycling. However, new cycling infrastructure projects often encounter vocal opposition from residents, which can influence policymakers and impede implementation. Since public perspectives on policies are often shaped by individuals’ moral values, this study explores how moral values, political beliefs, and personal characteristics influence support for cycling infrastructure. In North America, cycling promotion is frequently framed through perspectives associated with the political left, such as equity and environmental sustainability. Individuals who do not prioritize these values may oppose projects they might otherwise support if it were framed using their moral values. This study examines whether framing cycling infrastructure in ways that align with different moral perspectives influences public attitudes. Using Moral Foundations Theory, a framework from social psychology, this presentation explores how messaging based on six moral foundations (care, fairness, purity, authority, loyalty, and liberty) affects support for cycling infrastructure. While the analysis is ongoing, preliminary results indicate that framing cycling infrastructure using the fairness (distinct from equity) moral foundation increases support, particularly among right-leaning respondents. By identifying communication strategies that resonate with a broader audience, this research aims to assist transportation planners, researchers, and policymakers in understanding and effectively engaging the public and strengthening support for cycling infrastructure.

In this interactive workshop, we seek to explore the evolving dynamics of cycling practices and their policy implications. By critically examining how diverse behaviors and perceptions are contested and negotiated "side-by-side" on bicycle paths, we aim to uncover their transformative potential for sustainable urban mobility.
Bicycle paths are increasingly recognized as vital to sustainable mobility transitions, promoting safe and convenient cycling. While policymakers and planners around the world are investing in expanding and populating bicycle paths, the increased use of e-bikes, e-scooters, and cargo bikes often creates friction with traditional, human-powered bicycles. Their growing presence reshapes how bicycle paths are used and challenges cyclists' ability to ride "side-by-side". This workshop seeks to better understand these tensions by examining the diverse behaviors of users on bicycle paths and developing actionable policy recommendations.
Participants will creatively engage with personas, futuring, and visioning of bicycle paths to collaboratively map the diversity of users - their behaviors, demographics, and spatial dynamics. Alongside hands-on toolkits for reimagining bicycle paths, organizers will introduce policy instruments and critical literature to address emerging challenges, as well as broader reflections on the dominance of automobility and the digital mediation of cycling experiences. The workshop will conclude with a collaborative envisioning of policy measures aimed at enhancing both individual and collective experiences on bicycle paths. The outcomes of the workshop will be developed towards a short report including policy advice that can further inform an academic article.

From skepticism to sparking a mobility revolution, I want to share how I creatively employed cartoons to take on Montevideo’s love affair with cars.

As a new parent dodging traffic in Uruguay’s capital, I was struck by the injustice of car supremacy. Determined to challenge this bias in both laws and attitudes, I launched #MontevideoPacificada – a campaign using satire and creative advocacy to push for pedestrian- and bike-friendly policies.

Through sharp cartoons and strategic media engagement, the campaign forced city officials to confront their blind spots. One cartoon mocked the Director of Mobility, who blamed extreme weather for low bike usage – ignoring policy failures, bike theft, and dangerous infrastructure. Another illustrated the Car Culture Pyramid, exposing how minor privileges (pavement parking, wide roads) escalate into systemic car dominance and road violence.

My ABC of Street Culture manual highlighted everyday absurdities of car bias. The 'Bike Lanes Are Not Car Parking' illustration showed a car blocking a bike lane, forcing cyclists onto the pavement and road – only to be berated by both pedestrians and drivers demanding they "stay in their lane."

These cartoons became a powerful mirror, sparking public debate, igniting outrage, and forcing difficult conversations across social media and urban policy forums.

Backlash was swift. As an outsider, I was told to “fix my own country” before challenging local norms. But by staying calm, presenting fact-based arguments, and persistently challenging car-centric narratives, the campaign helped shift attitudes and policies – from tactical urbanism experiments to new bike lanes along Montevideo’s Rambla and major avenues.

This talk will unpack why cities resist obvious solutions – and how to challenge them. It will show how visual advocacy can drive change, offering practical insights on navigating resistance, building constructive dialogue and applying creative strategies in diverse urban contexts.

Bicycling is the archetype for modern mobilisation. Yet, as if anachronistic to modern life, in most of the world bicyclists now are asked to justify fits for bicycles within public spaces, and the movements of bicyclists are accommodated only within more dominant infrastructure built without the bicycle in mind. Consequently, one is provoked to ask how it is that this most modern of mobilities can be treated as out-of-place within the spaces of contemporary life and social geography.

In response, I suggest that it is not fruitful to analyse the complexities of modern spaces of mobility or to try to solve the competition for space between bicyclists and the drivers of motorised vehicles. Rather, I invite consideration of how the modern possibilities in bicycling have been and are challenged at a more fundamental level with what I am referring to as the phenomenon of mobilities dispossession, on global scales. As social inequalities in the world are traced by critics of globalising capitalism to land dispossession in colonialism, in ongoing manners, I propose that we can understand the contemporary marginalisation of bicycling as founded in forms of mobilities dispossession that are sourced in the same global economic, material, and spatial dynamics.

Motor vehicles have not simply won competitions for existing space against bicycles. The social/political economies of motor vehicle mobilities function to appropriate public mobility as proper to motorised drivers of capitalism, rendering bicycling surplus to public spaces and, paradoxically, rendering the modern possibilities of bicycling threatening to an equally paradoxical conservation of the modern in the privileged needs of motor vehicles. However, in confronting the mobilities dispossession conditioning contemporary bicycling, we may better learn how to affirm bicycling as creatively and positively formative of public spacing. The challenge is to overcome the alienation of human beings from their own movement.

Children and young people’s mobility freedoms are often limited in westernised societies, where intensive parenting practices, car-dependence, and perceptions of urban risk together inform the control of their autonomous movements (Silonsaari, Simula and te Brömmelstroet, 2024). Here, we present a new research project aimed at countering such limitations by involving children and young people as pro-cycling activists, who can advocate for their velo-mobility rights within their own families and communities and in wider society and give insights into how they imagine cycling futures (Silonsaari, 2024). The researchers are involved with various local networks that are focused on making their city a healthy, playful and inclusive space, and with wider national and international collectives that share similar ambitions about child-centred sustainable urban development (such as UNICEF Child Friendly Cities).

In this talk, we engage in discussion about potential child- and youth-centred, playful and creative methods designed to elicit information about key research questions, including: children and young people’s perspectives on their mobility freedoms and rights; how families come to decisions about members cycling as a family or independently; what influence each family member has on the decision-making process; identifying different family ideologies that influence decision-making, such as perspectives on gender roles, children and young people's rights, child and youth participation, sustainable living, etc.; perspectives on children’s cycling capacities from different family members; and, the success of local policy initiatives in advancing cycling by children and young people. We also consider how to disseminate research findings in ways that privilege children and young people’s voices, facilitate their agency as cycling advocates, and celebrate their development as cycling activists.

Despite the decreasing number of accidents, some road users—especially vulnerable individuals such as cyclists and pedestrians—still feel subjectively unsafe on the roads. Subjective road safety refers to how people perceive and assess certain situations on the roads. This perception is a crucial factor influencing the choice of cycling (and active mobility in general) as a mode of transport, and thus plays a significant role in promoting sustainable mobility. Moreover, low subjective road safety can lead to certain places being avoided or used with heightened caution. Avoiding these situations or paying more attention results in fewer accidents, making these situations objectively safer.

In current road safety practice in Switzerland, subjective safety has not yet been integrated, and consequently, aspects of subjective safety are rarely systematically included in practice. Based on the current state of knowledge, this does not provide a comprehensive view of road safety. Therefore, this research project aims to develop a methodology for measuring and evaluating the subjective perception of road safety among different road users and to integrate subjective safety into road safety practice.

The project will utilize a literature review, a public participation GIS survey to identify geo-localized hotspots of perceived (un)safety, and a representative Switzerland-wide survey on perceived road safety to determine which situations are assessed as subjectively unsafe or safe by different road users. This assessment will then be validated through field tests with physiological stress measurements. From these findings, measures that can make road spaces subjectively safe for different road users will be derived. The ultimate goal is to develop a methodology for integrating subjective road safety into Swiss infrastructure safety instruments

This year for CRB, I aim to host a workshop that explores how the bicycle can serve as a boundary object to facilitate a transition to a degrowth future for our societies. My own work has explored this by examining how bicycle kitchens teach people to develop an in-depth relationship with their bikes, providing them with a deeper understanding of how bicycles work. I would be interested to see how people from the infrastructure or cycling experience side of things view this critical topic. In previous CRBs, we have attempted to conduct a stand-alone discussion bout a repair session. which has been helpful for individual researchers to further explore cycling repair. Since we are in Amsterdam this year, I want to utilize my own position as a core team member of the UVA Bike Kitchen project to bring attendees into the living lab of the UVA Bike Kitchen.
The workshop will take conference attendees to observe a shift at the UVA Bike Kitchen on Monday, September 11th. During this participatory shift, participants will be asked to conduct a qualitative assessment of the organization that I have created. This will provide workshop attendees with space to reflect on their thoughts about the potential impact of the kitchen bike project. I will close the session with 10-minute reflection sessions, during which conference attendees will build a Miro board project that examines what they learned about creating a sustainable bicycle system in the bike kitchen. =
I will circulate papers by CRB bike session veterans Daniel Valentini, Jonne Silonsaari, Margot Abord Chantillon, and me to people who attend the workshop. I will ask them to read the papers prior to the session so they can gain an understanding of the knowledge that has been developed, in part, at CRB about the bike kitchen's role in the biking system. I hope this step will enable us, as an organization, i.e., CRB, to demonstrate that our conference has been at the forefront of promoting the bike kitchen concept to the broader cycling world. I hope that attendees of the workshop will combine the practical knowledge they gain from observing the bike kitchen and the academic knowledge to help innovate a sustainable bike system in their home context.

While most Europeans can ride and own a personal bike, daily urban cycling still lags behind despite several measures and investments in cycling infrastructures. To address this, the Bike2Green project (https://www.ecf.com/en/what-we-do/projects/bike2green/) aims to encourage the adoption of daily cycling in Stockholm through and integrated Bike2School and Bike2Work programme. The projects adopts the patented technology by Pin Bike to certify, gamify, and reward urban bike rides with economic incentives to spend in local shops.

The Bike2Green participants have cycled 100,000 times so far, travelled 800,000 km, and cut almost 130 tons of CO2 (that's equivalent to the CO2 absorbed by 5,500 trees in one year!). They have also earned more than 150,000€ to spend in the 14 shops that joined the Bike2Green network. The constantly updated KPIs are available in the Open Data platform: https://web.pin.bike/open/34

During this session, the project team will share quantitative and qualitative insights. Participants will be able to formulate concrete actions that will be integrated in the final Bike2Green guidance to educational stakeholders, corporate mobility managers, and policy makers.

Annarita Leserri
leserri@pin.bike

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User data are key to understanding the diversity of individual cycling needs. Especially previous route choices allow for a deeper understanding of user behaviour and therefore how cyclists pick their routes when aiming to visit points-of-interests over the course of their journey. Today, AI-based recommender systems can help to provide meaningful information for cyclists allowing them to plan the routes according to their needs and preferences.
Yet, AI-based algorithms and the recommendations they produce raise important fairness question. In the presented research, we distinguish between user-centred fairness and service-provider-centred fairness. Ultimately, we aim at contributing to the development of a multi-stakeholder fairness approach by determining criteria according to which a proposed route recommendation can be considered to be fair.
Following up on our workshop at CRBAM in Zurich last year, we are now able to report on the findings of an empirical study, based on qualitative interviews with stakeholders and intermediaries from the tourism industry. We found that proximity to the intended route and other user-centred criteria have been identified as relevant fairness criteria. Regarding service providers, the interviewed stakeholders consider it fair to reward efforts made to meet the needs of cyclists. Direct measures to counteract popularity bias and over-tourism are also recognised as fairness criteria, yet to a lesser degree. In addition, our research has looked into the wider fairness implications of platform-based services and digital infrastructures required for cycling route recommendations to be made available.
We intend to share the results of our research in an interactive style, encouraging our audience to engage in a discussion on cycling fairness and the ways in which AI-based recommender systems may contribute to enhancing it. CAMPING rules will be applied to secure just that.

On the one hand, mobile subjects have captured the attention of various disciplines, including social sciences, humanities, and anthropology. The "mobilities turn" in these fields, along with the "humanities turn" and "ethnographic sensitivity" in mobility studies, emphasize the importance of a more nuanced understanding of mobile practices. On the other hand, our current engineering-based urban mobility system is deeply shaped by concepts such as utility, efficiency, speed, and cost-effectiveness. This focus has led to numerous crises for human life both locally and globally (Te Brömmelstroet et al., 2022).
Our pressing question is how critical interdisciplinary thinking from the humanities, social sciences, and anthropology can lead to a narrative turn in urban mobility through understanding, challenging, and transforming the status quo into a human-centered future. We argue that challenging the underlying worldviews and narratives is necessary for mobility transition, and the humanities, social sciences, and anthropology are well-equipped to lead this effort.

This proposal aims to practice collective conceptual leniency to foster genuine interdisciplinary dialogue and identify new narratives for radical change and meaningful mobility transition. By prioritizing human experiences and values, we can use the lenses of social sciences, humanities, and anthropology to understand, challenge, and change the dominant mobility paradigm, placing "human" rather than "machine" at its center.

• Pre-Workshop: The first phase involves online and in-person interviews with mobility researchers from social sciences, humanities, and anthropological perspectives. These discussions will address the potential and challenges of interdisciplinary contributions to rethinking urban mobility. This process aims to introduce an initial interdisciplinary conceptual framework.

• Workshop: The second phase consists of a focus group to modify, develop, and specify this framework, with a particular focus on placing the bicycle at its center. Participants with diverse cycling research backgrounds will engage in interactive collaboration to raise new questions about the role of the bicycle in this framework as a lens for understanding human experiences, a tool for challenging the dominant paradigm, and a catalyst for transformative and positive change.

Understanding the complex interaction of spatial and temporal factors is crucial for proposing data-driven transport policies and infrastructure planning. This study aims to model bike counts (2014 -2024) with a gradient boosting framework, specifically XGBoost, and identify how weather-related, infrastructure, and built environment variables shape cycling behavior. The dataset covers over 1.400 monitoring locations, each capturing 15-minute counts across the Greater London Area. Shapley Additive Explanations (SHAP) were applied for both global and local interpretation of model predictions.

Results show that infrastructure variables, such as road type, cycle lane design, and proximity to bike share stations, have the strongest predictive power, followed by built environment variables. Temporal variables, especially peak hours, also contribute to the model's performance. The weather had the least effect due to limited variation in the dataset. SHAP enabled interpretation by ranking variable importance, revealing spatial variations, identifying non-linear effects, and detecting threshold values. These insights informed data-driven planning recommendations at the global, region, and borough levels.

This study demonstrates the potential combining machine learning with explainable AI to generate actionable insights. The proposed method offers a transferable framework for understanding cycling behavior and supporting data-driven planning in other cities.

An understanding of the bicycle level of service (BLOS) in urban mobility can be useful in developing planning strategies for the promotion of cycling commuting in a safe and healthy urban environment. This study will offer a cycling infrastructure audit by analyzing perceptions of residents to ascertain level of performance of basic bicycle infrastructure in selected Nigerian cities. Participants of this study will be drawn through a multi-stage sampling technique to evaluate their level of satisfaction on basic urban cycling infrastructure, based on knowledge of their city. Geometric, physical and operational characteristics of different road network, walkways and trails will be assessed using a 6-point Likert scale A-F (corresponding to highly satisfied-highly dissatisfied). Other variables for assessment will include (but not limited to) side path separation, vehicle speed, motorized traffic volume and conflicts with other road users. Furthermore, pedestrian lane width, wide outside lane, pavement conditions, trees and benches, daylight, gender and age of participants will be critical for the BLOS estimation. Ordered probability models will then be used to estimate random parameters of bicycle LOS perception to account for unobserved heterogeneity for all respondents. A non-motorized transport policy formulation will be advocated for Nigeria, among specific recommendations that will be based on study findings.

Analysing bicycle route choice is highly relevant for transport planning and modelling, as it directly influences the design and optimization of urban transportation systems. Numerous studies have investigated bicycle route choice, providing insights into cyclists' preferences and behaviours. Although machine learning methods are increasingly applied in transport planning, there remains a notable gap in research focusing on their use in analysing and modelling bicycle route choice.
This study aims to assess the utility of machine learning approaches in comparison to established methods such as the multinomial logistic regression (MNL) model. Therefore, a comprehensive GPS dataset comprising 25,730 GPS tracks from 1,361 cyclists in Dresden, Germany, was used. The data was processed and enriched with network data to incorporate relevant factors influencing route choice (e.g., cycling infrastructure, slope, surface, safety, land use etc.). Subsequently, the processed data was used to (a) estimate an MNL model and (b) train various machine learning models, including support vector machines, decision trees, random forests, and neural networks. Furthermore, the effect strength and impact direction of independent variables, as well as overall model accuracy, were determined and compared across all models.
The results reveal that machine learning methods perform comparably well to the traditional MNL model. However, interpreting the results remains challenging. The normalized feature importance of ML models indicates similar relevance for different independent variables as the MNL coefficients. Additionally, the partial dependence of each variable generally suggests the same direction of impact (positive or negative). Combining both measures in a directed normalized feature importance suggests that ML models capture the influence of independent variables on route choice probability similarly to the MNL model. However, while ML models slightly outperform the MNL model in terms of accuracy (86%), their performance varies, ranging from 83% (random forest) to 89% (support vector machine).

Many cities have adopted ambitious goals to promote cycling—such as safer infrastructure, increased modal share, and more livable streets. Yet, a persistent implementation gap continues to hinder meaningful progress. This research project addresses that gap by developing an implementation tool grounded in a system thinking perspective, aimed at facilitating a radical cycling turnaround.

Building on the European SUMP framework and informed by practical experiences in public administration and policymaking—as well as insights from the recently published book 'Velowende. Für eine lebendige Stadt'—our approach recognises that transformational change in urban cycling policy does not result from isolated interventions. Instead, it emerges from the interaction of multiple policy shifts, supported by cross-sectoral coordination, societal movements, and inclusive engagement with the broader public.

At the core of the project is a co-creation process that brings together key stakeholders—citizens, NGOs, public administration, and political actors—to collaboratively shape cycling policy and its implementation. The implementation tool clarifies roles, enables participatory decision-making, and creates a framework for policy experimentation and governance innovation.

A draft version of this implementation tool is currently being tested in various urban contexts. Early feedback suggests that structured co-creation processes can help cities overcome institutional inertia and close the implementation gap, thereby enabling a more effective and inclusive cycling transition.

Literature on modelling route choice behaviour of cyclists has been rapidly growing. This can be attributed both to the increasing availability of GPS data, and the widely spread availability of easy-to-use software enabling model estimation using established methods. While this trend can be assessed positively, as it allows modelling cyclists’ behaviour in different regional contexts and without detailed expert knowledge of the estimation procedures, it has also led to certain methodological negligence. One of the procedures where the quality has been compromised is the choice set generation, which constitutes the (immediate) preceding step in the traditional path-based route choice models.

Although cognitive processes leading to the composition of the choice set are well-understood, the knowledge about the decision process in the context of cyclists’ route choice has been both very limited and not fully regarded, with many researchers focusing on the feasibility and performance of the algorithms, rather than their behavioural foundation. The structure of the choice set is known to heavily bias model estimations; however, there is no consensus among researchers on the size and composition of the choice set. Therefore, contradicting approaches are being employed in research and accepted in the published literature by reviewing peers. If we further consider that the results of bicycle route choice models and the related simulations are translated to policy implications, the importance of reflecting real-life behaviour (realistic route alternatives for assessment) is apparent.

Within this conference contribution, we intend to present our solution to the aforementioned challenges. Moreover, we would like to discuss the requirements that a choice set (in particular its size and composition) should fulfil, and a means to achieve it, so that the resulting route choice models can be considered behaviourally realistic.

Purpose
Collectively, we are making dismal progress on meeting our climate-related targets. While much change must be driven at a political level, effective strategies to support healthier and more sustainable individual behaviours are urgently needed. Personal transport accounts for a substantial amount of greenhouse gases. The move from personal car to cycling is co-beneficial, improving human health directly and also indirectly by having a positive impact on the climate crisis. In this session we will identify and select several potential cycling behaviours that could have swift positive impacts, and will then work together by sharing expertise and ideating potential solutions to increase cycling and reduce the use of private motor vehicles, tailored to participants’ local contexts.
Objectives
● Identify target behaviours to focus on in this session
● Co-create ideas for potential interventions/solutions for each target, focussing on e.g., scalability and impact
● Consider concrete next steps for implementation and evaluation

Rationale
We are simultaneously facing multiple serious health and climate challenges, and cycling really can help! Participants in the CRBAM are uniquely placed to address these challenges, and a creative ideation session is ideal for developing potential solutions.

In the way we conduct a lot of so-called research into improved cycling, we actually support and consolidate car-centrism. Some examples:
• We ask for bike lanes, LTNs, improved overtaking rules. With this, we implicitly acknowledge that the default is “car infrastructure”, that cars will always be there.
• We focus on urban areas and “reduced” traffic, implicitly conceding that rural roads belong to cars, and thereby accepting that cars play a role – also in or around urban areas.
• We look at incentives to make cycling attractive to people, instead of via policies and laws removing private cars.
• We speak (and believe) the language introduced by the car lobby. “Saving lives”, “VRU”, “improve cycling safety”, etc. Thus, we normalise the car and its framing.
• We try to show with so many arguments that bikes are better for people than cars, but we do this in a world built for cars, where cars do not have to prove anything, therefore we must lose.

Why are we doing so?
• Funding steers. It’s hard to work without funding. Funding for “cycling” research often comes in small amounts, keeping us scrambling and busy with small incremental projects, preventing us from seeing the bigger picture.
• Our methods, KPIs, terminology are car-anchored and tacitly accepted as standard, therefore it is difficult to develop a new approach.
• We are used to being grateful for the crumbs that fall off the car-world’s table and worry to even ask for the bare minimum. Out of fear to not be taken seriously, we keep demands and expectations low.

What should we do instead?
Instead of focusing on cycling, we should focus on a world accessible to everyone, which can only mean a world without private cars – anywhere. No concessions. We should replace “Vision Zero” with “Vision for All”.

Developing safe and well-connected cycling infrastructure is widely recognized as key to encouraging cycling across ages and abilities. Yet, in cities shaped by decades of car-centric planning, particularly in North America – such efforts often face strong public, institutional, and political resistance, especially when they challenge the dominance of car space. Known as “bikelash,” this opposition can threaten both existing and future cycling projects.
While cycling is often championed by progressive voices, the messaging used to justify infrastructure investments – such as equity, environmental benefits, and protection of vulnerable road users – may resonate poorly with more conservative or car-oriented audiences. To broaden public support, we propose using Moral Foundations Theory (MFT), a social psychology framework that identifies six core moral values: care, fairness, purity, authority, loyalty, and liberty. The MFT can guide the development of pro-cycling messages that align with diverse moral intuitions and values, making them more persuasive across the political spectrum.
In this context, we propose a workshop with the following objectives:
1. Introduce participants to MFT and each of its six foundations
2. Provide tools to craft pro-cycling arguments using each foundation.
3. Explore how MFT-based messaging can move beyond academia to inform the communication of cycling advocates, city staff, and elected officials.
Participants will engage with real-world examples of pro- and anti-cycling discourse collected in Montreal-based surveys. In small groups, participants will practice identifying the moral framings underpinning each argument, crafting MFT-aligned messages and analyzing who these arguments may resonate with. The goal is to empower participants to apply MFT to cycling advocacy and policymaking, strategically broadening support for cycling infrastructure in urban contexts.

Transport networks constantly evolve due to planned modifications or unforeseen events. While these occurrences are inconvenient for road users, they typically allow people to plan and adjust their travel in advance. But what happens when a major bridge collapses overnight? This scenario unfolded in Dresden, Germany, in September 2024, presenting an unexpected challenge to the city’s transport system and especially cyclists.

Based on the analysis of GPS track data collected before, immediately after, and up to two weeks following the collapse, we assessed changes in bicycle traffic volume patterns. Additionally, we identified shifts in route choice and quantified the extra effort in terms of travel time and distance for the most popular origin-destination relations. We also examined the trade-offs cyclists were forced to make in terms of waiting times, the number of waiting events, and safety. Furthermore, we analyzed individual-level adjustment patterns, shedding light on how cyclists adapted right after the collapse. Two additional data sources – a survey and public transport data – facilitated a more detailed analysis of bridge use, substitution patterns, and the identification of critical areas within the city that may require further interventions by authorities.

Initial results reveal that travel times increased and departure times became more variable. Cyclists demonstrated remarkable adaptability, utilizing alternative routes and adjusting their travel times accordingly.

The impact of the collapse on cyclists' mobility behavior will provide valuable insights into the key interventions needed to enhance the resilience of cycling networks which ultimately also promote a long-term shift toward cycling.

At complex signalised intersections, cycling and other sustainable transport modes are often poorly served and car traffic flow still dominates planning. Therefore, our interdisciplinary team, including traffic engineers, planners and social scientists, is rethinking the design and regulation of signalised intersections. We met in the context of an international planning research project which involves Austria, Germany, Switzerland, and the Netherlands. The project employs an application-oriented approach, collaborating with municipalities in Austria, Germany, and Switzerland to achieve rapid impact. Our goal is to create successful examples which can then influence regulatory standards. The project includes a comprehensive review of existing literature, planning practices, and regulatory frameworks regarding intersections, as well as proposals on how to design and regulate them in a more cyclist-friendly way. Our approach was tested in nine case studies and we are now preparing an e-learning tool to bring the outcomes of the project into practice.

At our workshop, we invite participants from various cities and countries to engage in a collaborative discussion about our ideas of a new approach of planning signalised intersections for cycling and other sustainable modes. We aim to challenge our ideas and gather feedback on how to bring a new planning approach into practice and research.

Cycling in Tehran has experienced various fluctuations over different periods. The most significant era, during which bicycle trips gained a larger share in the city's transportation, was when Tehran implemented a strategic plan emphasizing three dimensions: hard, soft, and organizational. Executed from 2018 to 2022, the program prioritized three sectors and increased bicycle trip share from 0.01 percent to 0.87 percent. However, the plan's goal in 2022, the set goal aimed to reach 1 percent of trips, which was not achieved.
While Tehran faced challenges in accomplishing the quantitative target during this period, significant progress was made. Upon evaluating the program in the last year, an essential and notable point emerged: the Tehran City Development Document required a brainpower component to complement and coordinate the hardware, software, and organizational measures. The document should not be limited to three aspects; instead, a fourth aspect must be added. Tehran's experience revealed that planning for cycling development requires a model encompassing hardware, software, organizational measures, and, importantly, Brainware.
Brainware should hold a relative position in the structure of the development document and the organizational chart of municipalities or local governments related to transportation. This Brainware consists of a specialized group comprising managers, experts, and consultants with high authority, governance, and expertise in urban decision-making and transportation.
In my presentation, I will discuss the crucial elements of this Brainware component and elaborate on how it can effectively contribute to developing urban cycling. Key points will include:
- The roles and responsibilities of the specialized group within the Brainware component.
- The importance of authority, governance, and expertise in decision-making to achieve successful urban cycling development.
- How Tehran's experience highlights the need for a comprehensive model incorporating hardware, software, organizational measures, and Brainware.
- The potential impact of integrating Brainware into cycling development plans for other cities.

Bicycle parking garages often have a problem: after long planning, elaborate construction phases and cer-emonial inaugurations, cyclists are expected to quickly adopt the newly built refuges. However, these expec-tations are often disappointed. The media and audit offices in particular complain that bicycle parking gar-ages are underutilised, that money and space could have been used better.
The often-used bon mot "build it and they will come" does not appear to hold true in this case.
We argue: the wrong users are targeted. Those who already park their old and simple bicycles at the station will continue to do so openly and unsecured at the bike racks on the station square. It’s fast, it’s habit and best of all: it’s free.
The focus should rather be on those who still drive to work by car and are afraid to leave their expensive (e-)bicycles (already possessed or yet to be bought) unprotected at the station.
How can these new users be addressed instead?
The proposal: cooperation with employers at the destinations of the commuter routes. First, employee surveys are conducted to find out where employees are travelling from. If there is a bicycle parking garage and a railway line on their way to work, e-bikes should be made available free of charge during campaign weeks in order to make the advantages of the cycle-rail combination tangible and thus encourage the participants to switch.
Targeted information campaigns for car drivers in commuter-cities can also help to make the possibilities of protected and comfortable bicycle parking known.
The government-funded “Competence Center Bike Parking” at Deutsche Bahn supports municipalities dur-ing planning, building and operating bike parking facilities. We will present and discuss lessons learned from implementing pilot projects to address the aforementioned challenges. – Build it and make them come!

This research aims to find out wheter or not it is optimal in the planning of bicycle infrastructure in the city of Bandung in achieving environmentally friendly and sustainable infrastructure. The city of Bandung has the potential to be developed in the implementation and development of sustainable infrastructure such as bicycle lane and facilities, because the city of Bandung, which is dubbed the city of education, a tourist city and a culinary city, has a population density of around 2.5 million people which causes an increase in community social activism and massive traffic congestion that has an impact on global warming (global warning). The Bandung City Government as a public policy maker continues to support efforts to overcome congestion problems and encourage environmentally friendly infrastructure to be implemented with the issuance of Mayor Decree no. 551/Kep. 146 Dishub/2020 concerning the provision of bicycle lanes, Based on the results of the qualitative method analysis by taking a sample of interviews with informants and resource person, there are existing bicycle lanes but are not optimal due to regulations that do not yet exist, therefore special attention and coordination between stakeholder are needed in order to achieve sustainable golas and overcome congestion problem

Planning for sustainable mobility transitions requires the involvement of a diverse range of stakeholders. The coordination of different stakeholders and levels of decision making is challenging. Identifying those challenges and probing their causes is at the core of this research. In‬‭ 2024,‬‭ City‬‭ Thread, a‬‭ US-based‬‭ nonprofit‬‭ organization,‬‭ set‬‭ out‬‭ to‬‭ understand‬ urban-rural‬‭ governance‬‭ dynamics‬‭ underlying‬‭ cycling‬‭ planning‬‭ in‬‭ the‬‭ US‬‭ by‬‭ unraveling‬‭ the‬‭ processes‬‭ shaping‬‭ local‬‭ capacity‬‭ related‬‭ to‬‭ cycling.‬‭ The learnings‬‭ of‬‭ this‬‭ research‬‭ can‬‭ help‬‭ overcome‬‭ governance‬‭ challenges‬‭ to‬‭ improve‬ and‬‭ accelerate‬‭ cycling planning.‬‭
A relational capacity concept was applied to gain a deeper understanding of the overarching cycling governance structures. The local capacity model used by Alm and Koglin (2022) was transferred to the US-American context by conducting a comparative case study between Bentonville (AR) and Petaluma (CA). The‬‭ research‬‭ employed‬‭ a‬‭ mixed‬‭ methods‬‭ approach‬‭, utilizing‬‭ a‬‭ combination‬‭ of‬‭ both‬ primary‬‭ and‬‭ secondary‬‭ data‬‭ analysis‬‭ and‬‭ collection. This included a‬‭ policy‬‭ analysis‬‭,‬‭ online‬‭ interviews,‬‭ focus groups, and‬‭ a ‬‭field‬‭ visit‬‭ to‬‭ Bentonville.‬‭
Key‬‭ outcomes‬‭ indicate‬ ‭ that‬‭ local‬‭ capacity‬‭ for‬‭ cycling‬‭ is‬‭ influenced‬‭ by‬‭ a‬‭ multitude‬‭ of‬‭ factors‬‭ including‬‭ funding‬‭ sources,‬ interdepartmental‬‭ partnerships,‬‭ and‬‭ the‬‭ commitment‬‭ and‬‭ motivation‬‭ of‬‭ local‬‭ politicians‬‭ and‬ other‬‭ stakeholders.‬‭ In‬‭ facilitating‬‭ the‬‭ transition‬‭ from‬‭ recreational‬‭ cycling‬‭ to‬‭ transportation‬ cycling‬‭ as‬‭ the‬‭ primary‬‭ focus,‬‭ gaining‬‭ local‬‭ political‬‭ support‬‭ and‬‭ shifting‬‭ away‬‭ from‬‭ ingrained‬ ‭car‬‭ norms‬‭ is‬‭ crucial.‬‭ In‬‭ order‬‭ to‬‭ build‬‭ capacity,‬‭ institutional‬‭ learning‬‭ is‬‭ necessary.‬‭ Data‬‭ also indicate‬‭ that‬‭ involving civic‬‭ leaders‬‭ into‬‭ local‬‭ politics‬‭ and‬‭ decision‬‭ making‬‭ processes‬‭ is‬‭ essential‬‭ in‬‭ facilitating‬‭ this‬‭ transition.‬‭ Finally,‬‭ the‬‭ research‬‭ concludes‬‭ that‬‭ City‬‭ Thread‬‭ has‬‭ positively‬‭ impacted‬‭ local‬‭ capacity‬‭ by‬‭ improving‬‭ collaboration‬‭ across‬ stakeholders,‬‭ empowering‬‭ civic‬‭ leaders,‬‭ and‬‭ facilitating‬‭ access‬‭ to‬‭ local‬‭ politics‬‭.‬

Terraced houses comprise 32% of Bristol’s housing stock, but they are not designed to accommodate cycles, nor are cycles designed to be stationary or parked outside. How cycles are stored in these houses and transitioned to the public highway presents immediate barriers to making cycle trips, irrespective of the quality of the highway infrastructure. Cycle parking in existing residential settings is an empirical gap that receives little attention from policymakers. This study undertook an inductive thematic analysis of in-depth interviews with Bristol residents who live in terraced houses, using Social Practice Theory as the theoretical framework and interviews with experts and practitioners in this field to inform the discussion. The key findings were that the materials and competencies required of residents create barriers, which are overcome only by those who are already motivated to cycle but inhibit those less inclined to cycle. Those who rent their home face immediate barriers to owning and using cycles, but homeowners have greater agency to improve cycle storage and access arrangements; cycle hangars remove many of the barriers from terraced houses, but the current provision in Bristol does not suggest it radically changes travel behaviour or car ownership; and the provision of informal cycle parking is needed to supplement hangars. This study makes the following policy recommendations: (i) empower and incentivise homeowners and landlords to provide front-of-house cycle storage for terraced houses; (ii) increase the provision and variety of cycle hangars, bring the system in-house, and remove barriers to delivery; (iii) increase provision of informal/visitor cycle parking in residential areas; and (iv) develop a kerbside strategy for Bristol to reallocate and manage highway space.

Work zones in Swedish cities makes cycling less attractive. Routes get longer, temporary traffic control devices are not adapted to cyclists’ needs and accidents are associated with work zones.
The aim of the project was to provide a basis for requirements on the design and use of temporary traffic control devices adapted for cyclists as well as regulations, guidelines and education regarding planning for cyclists in work zones. In addition to accident analyses and literature reviews, three empirical studies were carried out: (1) About 50 simulated single bicycle crashes in the VTI crash test laboratory with different road equipment at different crash angles; (2) Studies with recruited cyclists on the VTI cycle test track where different widths of passages and speed-reducing measures were evaluated, and (3) in a real traffic environment, where visibility and clarity were studied by varying the size and location of road signs.

We also moved beyond problem solving within the system as it exists. We questioned why we use road signs for cyclists in work zones when the education required to understand them is for drivers. We also questioned whether it was possible to expand the system boundaries of “the cycling infrastructure”, instead of optimizing the space within the existing system by placement and size of road signs and temporary road equipment or redirect cyclists on long detours.

The results provided a basis for the world’s first national standard for temporary traffic control devices adapted for cyclists, as well as evidence of how to place road signs, if needed, but also that the route itself should be self-explaining to make it accessible for children and people without knowledge of road signs. We also provided examples of how to rethink the system by changing system boundaries for a more just distribution of space in the urban environment.

Despite the increasing recognition of cycling as a sustainable mode of transport, women in low-income cities face significant socio-cultural and infrastructural barriers that limit their participation. For instance, in Kisumu, Kenya, men account for 96% of all cyclists, with women representing only 4%. Similarly, in Delhi, India, women constitute merely 2% of cyclists, despite bicycles being used for 21% of trips (ITDP, 2022).

Policies targeting gender-inclusive cycling have demonstrated success in cities such as Bogotá, London, and Cape Town, yet their applicability in developing countries remains underexplored. This study examines how targeted policy interventions can increase women’s cycling uptake in underserved cities, drawing lessons from successful global policies such as bicycle distribution programs (Bihar’s Mukhyamantri Balika Cycle Yojana), gender-sensitive infrastructure (e.g., Bogotá’s gender-responsive cycleways), and community-led advocacy programs (e.g., Khaltsha Cycling Academy in Cape Town).

The research employs a mixed-methods approach, combining policy analysis and qualitative interviews with female cyclists and policymakers. The study will evaluate the effectiveness of existing policies in pro-cycling cities and propose a tailored framework for integrating gender-sensitive cycling interventions in developing cities. Findings will contribute to evidence-based policymaking, emphasising safety, accessibility, and cultural inclusion to enhance women’s mobility. This research aims to provide a blueprint for scaling inclusive cycling initiatives in low-income urban settings by addressing policy gaps.