Measuring Stress Levels for real-world on-road cyclists: do bicycle facilities, intersections and...
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![Page 1: Measuring Stress Levels for real-world on-road cyclists: do bicycle facilities, intersections and traffic levels affect cyclists' stress?](https://reader031.fdocuments.us/reader031/viewer/2022030315/5883b3b61a28ab3b488b7905/html5/thumbnails/1.jpg)
Measuring Stress Levels for real-world on-road cyclists: do bicycle facilities, intersections and traffic levels affect
cyclists' stress?
Alvaro Caviedes, Miguel Figliozzi, Hoang Le, Feng Liu and Wu-chi Feng
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Safety
Stress
Comfort
Source: Portland bicycle tours
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Naturalistic Non-naturalistic
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Bicycle Level of StressThe term “stress” can be defined as “the
non-specific mix of physiological and psychological responses of the body to
any demand of change” (Seyle, 1956)
This study addresses the question of how the characteristics of a bicycle trip affect stress levels using physiological data, specifically Galvanic Skin
Response (GSR).
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Research questions
1. Does peak traffic impact stress levels?2. Do intersections impact stress levels?3. Does facility type or proximity to
motorized traffic impact stress levels?
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GSR• Skin
conductance• Sweat gland
activity• Emotional
arousal leads to an increase in skin conductance Lie detector
Source: Business insider
Source: Shimmer
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From Kael Greco
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METHODOLOGY
Pilot study
6 subjects
Peak and off-peak hour
30 minutes ride(4.5 km)
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Multi-use path
Bike laneShared roadway
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EQUIPMENT
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EQUIPMENT
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RESULTS
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Does peak traffic impact stress levels?
YES
Average response ratios during peak hours are 17%
greater than response ratios at off-peak hours
with a significant difference (p-value <
0.01)
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Do intersections impact stress levels?
YES
Average response ratios were 12%
greater for intersections than for segments of
the route, with a significant difference (p-
value < 0.01)
Source: Google Street view
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Does facility type or proximity to motorized traffic impact? stress levels?
YES
The findings suggest that separated facilities were
associated with lower response ratios than other
facilities. (e.g. On-street response ratio was 10% times greater than
off-street response ratio )
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Model 1 Model 2 Model 3 Model 4Peak hour +++ +++ +++ +++Signalized intersection + +++ + +
Facility TypeBike Lane +++ +++Shared roadway -Multi-use path +++ ++++ p-value<0.05+++ p-value<0.01- Non-significant
+++ p-value <0.05+ p-value <0.01- Non-significant
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CONCLUSIONS
Findings Bike DesignSuitability of GSR data to
study cyclists’ stress levels
Statistical difference between time of the day, intersection vs segment, and type of segment
Cyclist priority at busy intersections
Physically separated facilities
Bike Lane type consideration