# Research on Vibration Comfort of Non-Motorized Lane Riding Based on Three-Axis Acceleration
## 4 Experimental Results Analysis
### Multifactor Logistic Regression Analysis  
Building on the variable importance rankings derived from the random forest analysis, we selected the presence of non-motorized lanes, unmanned non-motorized segregation, riding speed, the count of roadway articulation protrusions, the division of non-motorized lanes into parking zones, and the type of non-motorized vehicles as independent variables, with comfort level as the dependent variable. The analysis revealed that all six factors significantly correlate with non-motorized riding vibration comfort (all \(p<0.05\)). The detailed results are presented in Table 3.  
At a relatively uncomfortable level, the likelihood of discomfort in the absence of dedicated non-motorized lanes is 1.276 times higher compared to their presence. Establishing dedicated lanes for non-motorized vehicles can significantly enhance riding vibration comfort. For routes lacking these lanes, improving road surface smoothness is vital to ensure cyclist comfort. Figure 3: Out-of-bag estimation error rate. (2) Correlation Analysis of Non-Segregated Human Forms  
The discomfort level in unsegregated, non-segregated areas is 1.196 times greater than in segregated areas. Therefore, the increase in pedestrian traffic under mixed conditions leads to decreased riding vibration comfort, underscoring the importance of installing sidewalks. (3) Correlation Analysis of Cycling Speed  
For medium- and high-speed riding, the discomfort level is 1.347 and 1.397 times greater, respectively, than for low-speed cycling. Higher speeds reduce the smoothness of vehicle operation. Urban road sections should have speed-limiting signage to encourage slower cycling speeds, ideally around 15 km/h, to ensure traffic safety. (4) Correlation Analysis of Road Surface Protrusions  
Groups with 1-5 and 6-10 road surface protrusions experience discomfort levels 1.105 and 1.260 times higher, respectively, than groups with no protrusions. Implementing sloping transitions at protrusion points to smooth out height differences is recommended. Additionally, transforming curbside ramps at intersections into sloping or full-width types and positioning manhole covers on the left side of non-motorized lanes can reduce rolling discomfort. (5) Correlation Analysis of Roadside Parking Areas  
Areas with curb parking are 1.107 times more uncomfortable than those without. Implementing \"embedded\" parking, which positions spaces between non-motorized and motor vehicle lanes close to the motor vehicle side, could meet parking needs while ensuring safe non-motorized traffic flow. (6) Vehicle Type Correlation Analysis  
The level of discomfort for electric bicycles is 1.397 times that of traditional bicycles. Electric bicycles, often used for short-distance travel, frequently exceed safe speed limits due to low modification thresholds and regulatory non-compliance. The speed differential between electric and traditional bicycles on non-motorized pathways can reach up to 35 km/h. Moreover, the prevalent use of electric bicycles for urban delivery services leads