Dissertationen zum Thema „Cycling practices“

This research aims to achieve a better understanding of interventions in the trajectories of practices. It is based on a case study of transport cycling in Santiago de Chile. The research uses a practice approach combined with concepts from Science and Technology Studies in order to explore the practice of transport cycling and examine interventions aimed at increasing the modal share of cycling in Santiago. The research is based on qualitative data from semi-structured interviews, participant observation, photography and document analysis. While transport cycling is a recognisable practice in Santiago, it is also the site of several conflicts. The stigmatisation of cycling in its recent history as mode of transport for the most marginalised part of the urban population is challenged by new images of cycling as environmentally-friendly, healthy mode of transport for young professionals. As cycling becomes more popular, conflicts over the location of cycling emerge with motorists as well as pedestrians. Finally, different performances and understandings of cycling have generated conflicts among the urban transport cyclists. By focusing on relations between practices, the research thereby brings to the forefront the contested nature of practices which has so far been underemphasised in practice research. The research then focuses on interventions in the trajectory of urban transport cycling in Santiago, how they are developed and how they take effect. The research identifies two categories of interventions: building practice and growing practice. Building practice is the government-led provision of material infrastructure for cycling, while growing practice is led by civil society and includes a variety of small-scale interventions in the everyday engagement in the practice. The research argues that building practice produces infrastructure which is developed within the dominant system of automobility and is shaped by and reflects the inherent conflicts of the practice. Growing practice interventions are shaped by the core of the community of practice. They do not only provide targeted support for individuals, but more importantly contribute to the creation of a community of practice. This research aims to contribute to practice research by proposing a relational perspective for the analysis of practices, which emphasises five relational dimensions of practice: the individual situated experience of the performance in which meaning is created, the socio-technical system in which the practice is embedded, the relations between co-existing practices which bring to the forefront the contested nature of practices, the material infrastructure which emerges from the socio-technical system and shapes the performance of the practice, and finally the community of practice which constitutes practice and may be able to grow practice.

The bike, once relegated to a neglected, dangerous, and less efficient means of transport compared to cars, has seen its role and is images being reinforced all around the world. However, despite its intrinsic characteristic of being easily accessible, the cycling practice is not value-free. It embodies and reproduces inequalities that cross our societies. The transportation justice research framework investigates conditions to access this sustainable means of transportation insofar of our needs. As such, my research questions the capacity of the municipality of Copenhagen to address mobility justice challenges in cycling practices.First, I investigated this question by analyzing two main types of documents: A national travel survey, disaggregated at the scale of the greater Copenhagen, and strategic documents made by the municipality to evaluate their progress in developing the cycling practice. Then, I ran a set of expert semi-structured interviews to explore what I observed in the documents.The results showed that behind the outstanding numbers, the cycling strategies and visions focus essentially on the commuters and exclude other groups. It limits the cycling practices to the productivity sphere, ensuring an efficient mode of transport to work or education. Despite a gender gap non-existent in biking, the study showed strong differences in cycling patterns. More surprisingly the highest income groups are the ones that cycle the most, but they also drive their car the most as they live predominantly in the suburbs. The cycling practice is also plateauing, may be decreasing.I conclude with a call for diversifying the types of cycle mobility that would take better take into consideration the different needs. In order to maintain a high level of cycling in the Capital, the strategies and policies of cycling should be overseen at the metropolitan scale with a clear structure or institution defining goals and visions.

This paper explores the possibilities concerning the use of smartwatches for practical use when cycling in the city of today. What is explored specifically is how place-specific information can be displayed in the user interface of the smartwatch in the best way possible, while cycling in an urban context. A design proposal is therefore presented as a means to prove the beneficial aspects of place-specific services in the context of cycling. This proposal is based on analysing user feedback upon usability testing performed on the prototypes developed for this purpose.

The project elaborates design opportunities for a future practice that could promotealternative sustainable lifestyles on waste handling through up-cycling activities. It doesthis on a small scale through engagement in the local communities of the Hildaneighborhood and Segepark students’ accommodations in Sweden. To thesecommunities, creative-up-cycling is explored which it introduced here as an approachwhere neighbors can participate in making new things from leftover materials. Throughthis work creative-up-cycling is a proposed recommendation for a possible service systemon how to share the leftover materials in the local resident’s communities, as well as, howto remake the items no longer needed.The empirical studies explore maker culture lifestyles and include how to find leftovermaterials, tools, space, and skills in order to guide people in creative-up-cyclingalternatives. These creative activities also build social relationship via the integration ofmultidisciplinary citizens who are living in the same community and explorations weredone on how could we elicit the skill sets from those people? What is a useful skill set inthis area today? Values like mutual physical experience, reciprocity, and ownership couldalso be found along the empirical workshops in this project. Additionally, this reportshows some interesting findings pointing towards the design process and the suggestionsof design elements; ‘Co-storage’, ‘Mix and Match furniture shop’, and ‘Renovation andup-cycling’ concept elements.Participatory design (designing with people) has been the core approach in this project.Additionally, I have been influenced by user-centered design, as well as service designapproaches in order to comprehend the services, system and activities of recycling andup-cycling in cities like: SYSAV, STPLN, Cykelköket, Återskapa, Toolpool. The findingpresented here are examples of practices that could make up the composition of recyclingand up-cycling activities in future local communities.

Our understanding of how the world works is shaped through countless interactions with things in it. These interactions are our first exposure to science. Through them, we learn that heavy things are hard to push and books do not fall through tables. Our interactions are also shaped by the rules of the groups to which we belong (e.g., families, religious organizations, athletic teams). These rules lead us to accept that some things cannot or should not be done, limiting our interactions with the world. At the same time, these rules change our appreciation for what we do experience. Prior research has focused largely on the separate influences of either physical interactions or social interactions, leaving (relatively) unexplored their combined effects. In this dissertation, I describe how adults understand science related to their long-term participation in a recreational road bicycling group. The cyclists demonstrated a rich understanding of gearing and air resistance that paralleled, on a practical level, the explanations taught in school. This understanding was shaped by the cyclists’ years of physical experience interpreted in light of their individual goals for participating. For the cyclists in this study, knowing the science helped them be more efficient and faster riders. In the end, this study supports the idea that productive and valuable learning takes place in many settings and that it is important to account for the relationship between the social and physical aspects of learning when designing instructional experiences.

Corn (Zea mays L.) intercropped with Brachiaria spp. plays an important role in tropical agriculture management, providing residues or forage to areas intensively cropped. Although previous studies provide useful information about effects of intercropping on soil management and crop yield, a better understanding of how corn-Brachiaria intercropping systems impacts exogenous and endogenous nutrient dynamic is needed. Two experiments were performed in the both conventional and late planting season. In the first, corn and palisadegrass (Brachiaria brizantha cv. Marandu) monoculture were compared with two intercropping patterns, directed for production of residues or forage, with simulated animal grazing. Biomass, crop nitrogen (N) content, N derived from fertilizer and N budget were measured. Among farming systems, variable responses remained almost unchanged during period of simultaneous growth. After corn harvest, intercropping patterns achieved greater biomass (0.6-11 Mg ha-1) and N content (12-318 kg ha-1) relative to fallow preceded by corn monoculture, but it results in overall gains (pre and post-harvest) only to conventional planting season. N fertilizer recovery was not affected by intercropping patterns. When corn and Brachiaria were intercropped to establish pasture, simulated grazing after grain harvest had a tightly influence on N budget, approximately -221 kg ha-1. The second experiment investigated the influence of Brachiaria species on corn nutrients partitioning and their cycling after corn harvest. Biomass, N, phosphorus (P) and potassium (K) content were evaluated using corn intercropped with three species of Brachiaria (B. Brizantha cv Marandu, B. ruziziensis, and B. hybrid cultivar Mulato II, Convert HD 36) and corn monoculture. Biomass and nutrient content was not affect when corn was intercropped with Brachiaria species. After corn harvest, Brachiaria nutrient content and biomass yield were ranking from greater to lower following the order: B. brizantha > B. ruziziensis > B. convert. Relative with the corn monoculture, intercropping treatments enhanced the total biomass (corn + Brachiaria) and the nutrient accumulation only when planted at conventional season. Over 6 site-yr, benefits of intercropping appear after corn harvest, particularly at conventional planting season. Corn intercropped with Brachiaria species either had no effect N fertilizer recovery or affect N-fertilizer distribution within components of soil-plant system. Nonetheless, intercropping provide greater biomass accumulation after harvest compared with corn monoculture, resulting in larger nutrient content stored in plant component. Our results suggest a larger N requirements when crop-livestock activities was integrated. Corn intercropped with B. brizantha during conventional season was the best approach to enhanced crop yield and nutrient cycle for corn production systems.
O consórcio entre milho (Zea mays L) e espécies de Brachiaria spp. (syn. Urochloa spp.) desempenha importante função no manejo da agricultura tropical, produzir resíduos ou forragem em áreas intensivamente cultivadas. Apesar de estudos anteriores fornecerem valiosas informações sobre efeitos do consórcio sobre o manejo do solo e produção de biomassa, um melhor entendimento de como este sistema de cultivo afeta a dinâmica de nutrientes (exógenos ou endógeno) é necessário. Dois experimentos foram conduzidos durante a safra e segunda safra. No primeiro, os monocultivos de milho e braquiária (Brachiaria brizantha cv. Marandu) foram comparados com dois padrões de consórcio, direcionado a produção de resíduos ou forragem, com simulação do pastejo animal. Biomassa, acúmulo de nitrogênio (N), N- fertilizante e balanço de N foram avaliados. As variáveis respostas praticamente não foram afetadas pelos sistemas de cultivos durante o período de coexistência. Após a colheita do milho, os sistemas consórciados acumularam mais biomassa (0,6 -11 Mg ha-1) e N (12-318 kg ha-1) comparado ao pousio precedido pelo monocultivo de milho, apesar destes incrementos afetarem apenas o acúmulos totais (pré+pós-colheita) do cultivo de safra. A recuperação do N-fertilizante foi semelhante entre os sitemas de cultivo. Quando o consórcio objetivou a implantação de pasto, o pastejo simulado após a colheita do milho influênciou o balanço de N, com deficit de aproximadamente -221 kg ha-1.O segundo experimento foi conduzido para investigar a influência das espécies de Brachiaria sobre o particionamento de nutrientes no milho e a ciclagem pós-colheita de grãos. Produção de biomassa, quantidades de N, fósforo (P) e postássio (K) acumuladas foram avaliadas no monocultivo de milho e em três espécies de Brachiaria spp. (B. Brizantha cv Marandu, B. ruziziensis, and B. hibrido cultivar Mulato II, Convert HD 36) em consórcio com milho. Biomassa e acúmulo de nutrientes não foram afetados no consórcio do milho com as espécies de Brachiaria. Após a colheita do milho, o acúmulo de biomassa e nutrientes das espéceis de braquiária classificadas em ordem decrescente foram: B. brizantha > B. ruziziensis > B. convert. Comparado ao monocultivo de milho, o consórcio aumentou a biomassa total (milho+braquiária) e o acúmulo de nutrientes apenas quando cultivado na safra. Entre os 6 locais/anos, os benefícios do consórcio ocorreu após acolheita do milho, especialmente para o cultivo de safra. O milho consorciado com espécies de Brachiaria não afetou a recuperação do N-fertilizante nem sua distribuição nos componentes do sistema solo-planta. Entretanto, o consórcio proporcionou maior acúmulo de biomassa após a colheita do milho se comparado ao pousio precedido pelo monocultivo de milho, aumentando a porção de nutrientes alocados no compartimento planta do sistema. Nossos resultados sugerem que a integração entre atividades de lavoura e pastejo aumenta a demanda por N do sistema de produção. O consórcio entre milho e Brachiaria brizantha cv Marandu no cultivo de safra foi a melhor estratégia para aumentar a produção de biomassa e a ciclagem de nutrientes no sistema de produção do milho.

The ability of an individual to perform a functional movement is determined by a range of mechanical properties including the force and power producing capabilities of muscle, and the interplay of force and power outputs between different muscle groups (intermuscular coordination). Cycling presents an ideal experimental model to investigate these factors as it is an ecologically valid multi-joint movement in which kinematics and resistances can be tightly controlled. The overall goal of this thesis was thereby to investigate mechanical muscle properties and intermuscular coordination during maximal and submaximal cycling. The specific research objectives were (a) to determine the contribution of these factors to maximal and submaximal cycling, and (b) to determine the extent to which these factors set the limit of performance in maximal cycling. The contribution of mechanical muscle properties and intermuscular coordination were investigated by observing joint kinetics and joint kinematics across variations in crank lengths and pedalling rates during maximal and submaximal cycling. The extent to which these factors set the limit of performance in maximal cycling was assessed by observing joint-level kinetics of world-class track sprint cyclists. The findings of this investigation formed the rationale for the fourth study which used an ankle brace intervention to investigate the effects of a fixed ankle on joint biomechanics and performance during maximal cycling. Sophisticated intermuscular coordination strategies were observed in both submaximal and maximal cycling, supporting the generalised notion that high levels of intermuscular coordination are required to perform functional multi-joint movement tasks. Furthermore, it was found that the maximal cycling task is governed by the interaction of the force-velocity relationship and excitation-relaxation kinetics, suggesting that task-specific mechanical muscle properties are the dominant contributing factor in maximal movements. In terms of the extent to which these factors limit performance in maximal cycling, it was demonstrated that world-class track sprint cycling performance is governed by the ability to generate higher joint moments at the ankle and knee, and that these joint moments are facilitated by enhanced muscular strength about these joints. These findings allow us to speculate that the limits of performance in maximal human movements lie in extraordinary muscular strength in task-specific joint actions. These findings give an insight into the mechanisms that underpin maximal and submaximal cycling, and provide a theoretical framework with which to understand sprint cycling performance. This knowledge has significant applied relevance for athletes and coaches seeking to improve sprint cycling performance.

The behaviour of sands during loading has been studied in great detail. However, little work has been devoted to understanding the response of sands in unloading. Drained triaxial tests indicate that, contrary to the expected elastic behaviour, sand often exhibit contractive behaviour when unloaded. Undrained cyclic simple shear tests show that the increase in pore water pressure generated during the unloading cycle often exceeds that generated during loading. The tendency to contract upon unloading is important in engineering practice as an increase in pore water pressure during earthquake loading could result in liquefaction. This research contributes to filling the gap in our understanding of soil behaviour in unloading and subsequent reloading. The approach followed includes both theoretical investigation and numerical implementation of experimental observations of stress dilatancy in unload-reload loops. The theoretical investigation is done at the micromechanical level. The numerical approach is developed from observations from drained triaxial compression tests. The numerical implementation of yield in unloading uses NorSand — a hardening plasticity model based on the critical state theory, and extends upon previous understanding. The proposed model is calibrated to Erksak sand and then used to predict the load-unload-reload behaviour of Fraser River sand. The trends predicted from the theoretical and numerical approaches match the experimental observations closely. Shear strength is not highly affected by unload-reload loops. Conversely, volumetric changes as a result of unloading-reloading are dramatic. Volumetric strains in unloading depend on the last value of stress ratio (q/p’) in the previous loading. It appears that major changes in particles arrangement occur once peak stress ratio is exceeded. The developed unload-reload model requires three additional input parameters, which were correlated to the monotonic parameters, to represent hardening in unloading and reloading and the effect of induced fabric changes on stress dilatancy. The calibrated model gave accurate predictions for the results of triaxial tests with load-unload-reload cycles on Fraser River sand.

The entire thesis text is included in the research.pdf file; the official abstract appears in the short.pdf file; a non-technical public abstract appears in the public.pdf file. Title from PDF of title page (University of Missouri--Columbia, viewed on October 21, 2009). Thesis advisor: Dr. W. Jang. Includes bibliographical references.

This study is focused on developing a method to predict the dynamic behavior of mine tailings dams under earthquake loading. Tailings dams are a by-product of coal mining and processing activities. Mine tailings impoundments are prone to instability and failure under seismic loading as a result of the mechanical behavior of the tailings. Due to the existence of potential seismic sources in close proximity to the coal mining regions in the United States, it is necessary to assess the post-earthquake stability of these tailings dams. To develop the aforementioned methodology, 34 cyclic triaxial tests along with vane shear tests were performed on undisturbed mine tailings specimens from two impoundments in Kentucky. Therefore, the liquefaction resistance and the residual shear strength of the specimens were measured. The laboratory cyclic strength curves for the coal mine specimens were produced, and the relationship between plasticity, density, cyclic stress ratio, and number of cycles to liquefaction were identified. The samples from the Big Branch impoundment were generally loose samples, while the Abner Fork specimens were dense samples, older and slightly cemented. The data suggest that the number of loading cycles required to initiate liquefaction in mine tailings, NL, decreases with increasing CSR and with decreasing density. This trend is similar to what is typically observed in soil. For a number of selected specimens, using the results of a series of small-strain cyclic triaxial tests, the shear modulus reduction curves and damping ratio plots were created. The data obtained from laboratory experiments were correlated to the previously recorded geotechnical field data from the two impoundments. The field parameters including the SPT blow counts (N1)60, corrected CPT cone tip resistance (qt), and shear wave velocity (vs), were correlated to the laboratory measured cyclic resistance ratio (CRR). The results indicate that in general, the higher the (N1)60 and the tip resistance (qt), the higher the CSR was. Ultimately, practitioners will be able to use these correlations along with common state-of-practice geotechnical field methods to predict cyclic resistance in fine tailings to assess the liquefaction potential and post-earthquake stability of the impoundment structures.

The current trend of emissions from the transport sector is unsustainable. To increase cycling mitigates these emissions, while also actively promoting health and alleviating congestion within cities. However, the clear benefits from cycling, along with efforts from municipalities around the world to promote cycling, have not translated in a sufficient change in behavior to reverse the global trends in emissions. Rather than looking at individual behavior, Social Practice Theory (SPT) is concerned with the practice (of cycling) as a whole. Primarily through interviews with international students about their experiences cycling and how they picked up cycling in Uppsala, voted best bike city in Sweden in 2018, I present an analysis of the recruitment process, and the overall practice of cycling in Uppsala through the lens of SPT. In this thesis I found that the pervasiveness of cycling throughout Uppsala and the social networks created by exchange students work together to recruit practitioners and spread the practice of cycling.

AbstractDue to a growing concern towards issues of sustainability and sustainable development as well as resource scarcity there is a need for increased local cultivation. Cold climate conditions in Sweden make greenhouses necessary for the cultivation of many species. In order to increase the sustainability of greenhouse production processes water cycles should be nearly closedloop cycles. To demonstrate this in practice the Berga Greenhouse project under development by the Centre for Health and Building at the Royal Institute of Technology is used to provide a visionary example. Through precipitation data and a water budget analysis a water reclamation rate of 85% was determined in order to bring the facility to water neutral status. On site water treatment through the use of ecological engineering was analyzed through the use of a multiple-case study of three prevalent technologies (Living Machines®, Organica Water, and Solar Aquatics™) which determined that Living Machines® was the most appropriate technology based upon factors related system performance and footprint.

The advantages of Integral Abutment Bridges (IABs) include reduced maintenance costs and increased useful life spans. However, comprehensive and practical analysis tools for design of IABs have not been developed to account for the impacts of thermal displacements on abutment and foundation components, including the components of mechanically stabilized earth (MSE) walls that are often used around the abutment piling. During this research, over 65 three-dimensional numerical analyses were performed to investigate and quantify how different structural and geotechnical bridge components behave during thermal expansion and contraction of the bridge deck. In addition, separate three-dimensional numerical models were developed to evaluate the usefulness of corrugated steel pipes around the abutment piles. The results of this research quantify the influence of design parameter variations on the effects of thermal displacement on system components, and thus provide guidelines for IAB design, where none had existed before. One of the findings is that corrugated steel pipes around abutment piles are not necessary. One of the most important products of this research is an easy-to-use Excel spreadsheet, named IAB v2, that not only quantifies the impact of thermal displacement in the longitudinal direction, but also in the transverse direction when the abutment wall is at a skew angle to the bridge alignment. The spreadsheet accommodates seven different pile sizes, which can be oriented in weak or strong directions, with variable offset of the abutment from the MSE wall and for variable skew angles. The spreadsheet calculates the increment of displacements, forces, moments, and pressures on systems components due to thermal displacement of IABs.
Ph. D.

The flexural performance of composite systems made of reinforced concrete, Fibre Reinforced Polymers (FRPs) and adhesives was studied during the current research. The experimental investigation was principally concentrated on the potential use of Kevlar® 49 (aramid fibre) for RC beam strengthening. The main aims of research have been; (a) to investigate the relative merits of using Aramids in comparison to other FRPs, (b) strength optimisation of systems to prevent excessive losses of ductility, (c) to examine the failure mode and crack patterns, together with salient strength factors at ultimate limit state and (d) to carry out analytical modelling using a commercial FE package. The experimental investigation comprised of testing 55 simply supported RC beams of either 1.5m or 2.6m length. In addition to the parametric studies included in points (a)-(d) above (to assess the section characteristics), further experimentation was conducted to investigate the beam performance by varying the factors of; (e) beam shear span, (f) FRP anchorage length, (g) concrete surface preparation, (h) FRP end-anchoring, (i) beam precracking, (j) introduction of air-voids within the bond line of FRP/concrete, (k) influence of cyclic loading and, (1) exposure to aggressive environment. The results from current tests confirm elements of reports from other researchers (by thorough review of literature) that all FRPs have great potential for flexural strengthening of RC members. This is valid even in cases where additional environmental degradation and/or cracking (due to serviceability loads), had taken place. Aramid fibres were found to result in favourable outcomes concerning both strength and ductility enhancements. It was determined, both from experiments and non-linear modelling, that the amount of FRP fibre content is an important factor in every strengthening application. Experimentation showed that depending on the existing condition of the structure (concrete strength, internal reinforcement ratio, section dimensions, degradation level and load configuration), there seems to be a unique level of optimum fibre content. The FRP levels in excess of the optimum were seen to lead to premature brittle tearing-off failure modes. It was also found that to prevent premature beam failure (due to incompatibility of stress at concrete and FRP interface), a maximum possible anchorage length should be considered in order to deliver an optimum section performance. The results from the analytical modelling indicated a most satisfactory agreement with the experimental data after the initial mechanical properties were calibrated. It was found that actual representation of material properties (e.g. steel constitutive law) are of great significance, for an accurate modelling of RC element loaded behaviour. The bond developed between the FRP and concrete is one of the key parameters for achieving good performance of the systems. It was determined that concrete surface preparation and priming is beneficial, while the introduction of air-voids due to poor workmanship can reduce the section load bearing capabilities. Cyclic loading on FRP strengthened sections was found to curtail the full rotational capacity utilisation of the beam. However, even the above mentioned curtailed behaviour was more advantageous than cyclically loaded beam performance without FRP strengthening.

Thesis (M.A.)--California State University, Long Beach, 2006.
Includes bibliographical references (leaves 157-165). Also available online (PDF file) by a subscription to the set or by purchasing the individual file.

Many Canadian cities are collectively considering pedestrians, cyclists, public transit, automobiles, and the movement of goods through complete streets, aspiring to enable all people, regardless of age, income, abilities, or lifestyle choices to use streets. Canadian municipal transportation practices are largely based on conventional approaches, where the movement of motor vehicles is a priority. The purpose of this practicum is to identify ways that selected precedents from Canadian and European municipal practices, may inform Canadian municipalities as they seek to incorporate the needs of pedestrians and cyclists – encompassing city planning, transportation engineering, architecture, and urban design considerations. The results of this research exemplify the interdisciplinary involvement required for creating streets as both links and places. Recommendations for Canadian municipalities include aligning municipal design practices with complete streets practices and incorporating interdisciplinary inputs in street design. Ensuring an interdisciplinary university education is recommended for street design professions.
October 2015

Tese de doutoramento em Sociologia, na especialidade de Cidades e Culturas Urbanas, apresentada à Faculdade de Economia da Universidade de Coimbra
A mobilidade quotidiana dos indivíduos, associada às novas configurações e padrões de vida urbana, assume- se como central na cidade fragmentada e especializada, estando ligada ao automóvel como facilitador da vida social. Pode-se mesmo falar de um espaço-tempo associado à automobilidade que subjuga todas as outras formas de deslocação, assim como o espaço da cidade que se transforma, respondendo às necessidades do automóvel. Nos últimos 50 anos a fragmentação e a expansão urbana, associadas a estilos de vida dependentes do automóvel impuseram as suas regras e práticas. Em Portugal, 61,6% dos indivíduos utilizam o automóvel para ir para o trabalho ou para a escola; 11,8% o autocarro; 16,4% caminha e apenas 0,5% utilizam a bicicleta, segundo os resultados dos Censos 2011. Em 2012 ,a taxa de motorização era428,8. Embora estenúmero seja inferior à média registado na União Europeia (483 em 2011), Portugal, nas últimas duas décadas sofreu um grande acréscimo das taxas de motorização. A presença do automóvel na sociedade portuguesa é inquestionável. No entanto, está-se a assistir a alguns indícios de mudança. Por exemplo, em 2009, a Assembleia da República, através da Resolução nº 3, de 5 de Fevereiro, referiu-se à mobilidade suave como forma desejável de deslocação em Portugal, reconhecendo a deslocação pedonal e velocipédica como meios de transporte. Esta discussão tem tido eco na gestão autárquica das cidades, de tal modo que é possível encontrar cada vez mais projetos dirigidos à promoção de formas de mobilidade não motorizada, tais como a construção de ciclovias ou a implantação de serviços de bicicletas de uso partilhado. Estas medidas, ainda bastante incipientes e, em muitos casos , associadas ao que se pode designar como marketing das cidades, não são acompanhadas por uma m udança de comportamentos generalizada. A análise das práticas quotidianas de mobilidade tem de incluir , no entanto, outros fatores além dos meios de transporte. A mobilidade é uma prática social que ocorre nos espaços - tempos da cidade que é atravessada por diferentes ritmos e relações de poder que afetam a vida dos atores sociais móveis. Neste estudo exploro o lugar do peão e do ciclista na vida da cidade que nas últimas décadas privilegiou o automóvel em detrimento dos outros modos de deslocação , dando es pecial relevo à análise dos obstáculos . Para isso , analiso as representações e práticas acerca da des locação pedonal e velocipédica , tal como são percebidas pelos indivíduos, colocando os atores sociais móveis no centro do estudo. De modo a atingir os res ultados pretendidos, foram privilegiadas metodologias de cariz qualitativo , tendo sido realizadas entrevistas semi - estruturadas.
Daily mobility of individuals, linked to the new configuration and patterns of urban life, is assumed to be central in the fragmented and specialized city, being linked to the car as a facilitator of social life. We can speak of a space-time associated to automobility that subjugates all other forms of travel and the very physical space of the city which transforms itself, responding to the necessities of automobiles. In the past fifty years, urban sprawl and fragmentation linked to car-dependent lifestyles has imposed its rules and practices. In Portugal, 61,6% of individuals travel by car every day to go to the work or to school; 11,8% by Bus; 16,4 walk and only 0,5% ride bicycles, according to the results of Censes 2011. In 2012, the motorization rate was 428, 8. Although this number is lower than the EU average (483 in 2011), Portugal, has experienced tremendous growth over the last two decades. The increased presence of automobiles in the Portuguese landscape is unquestionable. However, in the transition from the twentieth century, Portugal witnessed some indications of change. For example, in 2009 the National Assembly through Resolution No. 3, February 5th , referred to non-motorized mobility as a desirable form of travel in Portugal, recognizing walking and biking as modes of transportation. This discussion has been echoed in the municipal management of cities, where there are increasingly projects aimed at promoting non-motorized transportation such as bike lanes or bike sharing. These measures are still very incipient and in many cases are associated with the marketing of cities, without being accompanied by a change in behaviour. However, understanding the daily urban mobility is more than perceive how we move. The mobility it is a social practice that occurs in the space-time of the city that is crossed by different rhythms and power relations that affect the lives of mobile social actors. In this study I propose to explore the place of pedestrians and cyclists in city life that in last decades has privileged the automobile in detriment of other forms of mobility, with a focus in the obstacles. Thus, I reflect on the practices and representations about non-motorized transportation putting the social actor in the centre of the study. Reflection on mobility implies necessarily detaining ourselves on subjective daily experience of mobile social actor as active protagonists of movement. To this end, I employed a qualitative approach using semi-structured interviews
FCT - SFRH/BD/ 60782/2009

碩士
國立臺灣師範大學
歐洲文化與觀光研究所
102
With the increase of Taiwanese cycling tourism in Europe, this research aims at exploring the uniqueness of cycling travel in Europe for Taiwanese. This research draws on Actor-Network Theory (ANT) to examine the practice of Taiwanese cycling travel in Europe in order to clarify its distinctiveness, including independent traveler and package traveler in Europe. Published books and blogs on cycling travel writing and the information about the cycling tour trip to Europe are used as materials for this thesis. The focus is put on how cycling travelers construct their alternative European traveling experiences, their unique imagination about Europe, and the imagination toward the limit of their own body during the trip. The practice of packing for cycling travelers involves professional skills and relates to materiality they need to tackle with and mobility issue throughout the journey. Different objects and mobilities interacting with the environment, the road system of Europe and the new-technology they use form the affordance that enables or limits the move of bicycle traveler. In the discussion of the embodiment of the cycling trip to Europe, in-depth interview is used, and I also participated in the cycling tour in the Netherlands to enrich part of the research. During the journey, travelers and bikes form a ‘bicycle-human’ hybrid; together they experience the whole trip. Cycling travel enables travelers to enter heterogeneous space, to have deeper interaction with the locals, to glance panoramically, to experience mobility of vision in a frameless way. Aside from visual experience, cycling travelers build their European experience through tactile, hearing, different other senses together with their bikes, the physically painful experience of their body, and the loneliness they feel mentally. Road plays an important role as the place of where these experiences take place. Furthermore, I try to discuss how cycling travel in Europe has gradually become a trend for certain people in Taiwan. Having similar lifestyle, they have formed a newly appeared neo-tribe based on the same interest in cycling travel in Europe. For Taiwanese travelers, cycling travel in Europe is a way of demonstrating alternative style of travel, and an alternative view on the traveling experience of Europe.

碩士
國立臺灣大學
社會學研究所
97
Drawing on in-depth interview data, historical documents and participant observation, the purposes of this study are to analysis how the cycling boom happened in 2007, and what the structural consequence it caused? The theoretical tools of Pierre Bourdieu, Norbert Elias, Eric Dunning and John Hargreaves are applied to illuminate historically the relations between different modalities of cycling practice and classes. The author asserted that the cycling boom in 2007 should be recognized as one distinct stage progress of leisurization process of cycling in Taiwan, and since then cycling is widely known as a fashionable leisure activity. To answer the center question, the author tried to explain how cycling be leisurize first and found that the leisurization trend of cycling could be observed since 1990s, helped by the State and bicycle producers (un)consciously. After acknowledging basic cycling leisure population, the question turned to how cycling leisure became a fashionable activity? The author concluded that it is because the construction projects of bikeways around the country contributed to consumer population of cycling leisure market, and then cultural mediations joined to recreate the symbolic significance of cycling. Finally, replying the structural consequence cycling boom caused, we found that not only has the boundary of cycling space moved, but also the economical/esthetic threshold for participating cycling leisure activity has been risen. At the end of this study, the author also compared ‘leisurization’ with ‘sportization’ and discussed two class characteristic of middle class in Taiwan consumer society.

博士
國立臺北科技大學
設計研究所
100
The main purpose of this research focuses on investigating the spatial design of urban cycling space through Knowledge, Attitude and Practice theory. There are various applications of Knowledge, Attitude and Practice theory among different research discilines, but it still lack in cycling spatial research. The research investigates a series of classical spatial design and sustainable design theories, and classifies spatial characteristics of difference cycling spaces and the corresponding applications accordingly. An in-depth case study covering various countries is conducted to obtain the core strength & weakness respectively as the references to develop localised design principles for Taiwan. Furthermore, a questionnaire capable of obtaining urban resident’s Knowledge, Attitude and Practice data (KAP) in cycling transportation is developed and then conducted in Taichung City, TAIWAN. A three-step research design is adopted. In the first step, a factor analysis is proceeded for Knowledge, Attitude and Practice questions. One-Way ANOVA is then conducted for different cycling groups. In the second step, a factor analysis is executed for cycling route planning and cycling space design principles. As the first step, One-Way ANOVA is then conducted for different cycling group. In the third step, a Canonical Correlation Analysis is conducted to determine the relationship between KAP and cycling spatial demands, then a comparison among different cycling groups is investigated. The analysis result suggests that cycling moltivation and behaviour information are condensed three factors which are commuting/living, health/leisure and economic/eco-friendly respectively, and a cluster analysis is carried out based on the above three factors to determine cycling groups accordingly. There is a significant difference among the three cycling groups with respect to (K) knowledge/technique factor and (A) effect factor. However, the test result suggests there is no siginificant difference among the three groups regarding (A) barrier factor. Furthermore, there is also a significant difference among three groups concerning (D) route characteristics factor, but the difference is not shown significantly with respect to (D) facility characteristics factor. The research further conducts case studies in cycling spatial design guides & policies covering Netherland, Japan and Taiwan to obtain the core strength & weakness respectively as the references to develop localised design principles for Taiwan. The design principles are concluded as follows: developing regional and neighbourhood hierarchical cycling route network；prior consideration of linear public open space and green space for route planning ; establishing a network connecting public services ; establishing a network with connectivity, mediateness and target-directing nature ; establishing a subsidiary cycling network within the neighbourhood where publich transportations are not in service ; and choosing the areas with comparative low social resistance for route planning. For the aspect of transportation effect, the urban cycling system based on the above design principles provides strength of elastic and alternative route selection for short trips, and for the aspect of transportation efficiency, it provides effective alternative solution for urban trips within 30 minutes and improves sustainable and environment-friendly nature of urban transportation environment. Since Taichung City, TAIWAN is chosen as the experimental area, it is suggested to proceed a series of comparison research among different areas in Taiwan, and hopefully to conduct a follow-up evaluation and research of cycling space system based on the research results suggested.

No
Oxidized low-density lipoprotein (oxLDL) promotes unregulated platelet activation in dyslipidemic disorders. Although oxLDL stimulates activatory signaling, it is unclear how these events drive accelerated thrombosis. Here, we describe a mechanism for oxLDL-mediated platelet hyperactivity that requires generation of reactive oxygen species (ROS). Under arterial flow, oxLDL triggered sustained generation of platelet intracellular ROS, which was blocked by CD36 inhibitors, mimicked by CD36-specific oxidized phospholipids, and ablated in CD36(-/-) murine platelets. oxLDL-induced ROS generation was blocked by the reduced NAD phosphate oxidase 2 (NOX2) inhibitor, gp91ds-tat, and absent in NOX2(-/-) mice. The synthesis of ROS by oxLDL/CD36 required Src-family kinases and protein kinase C (PKC)-dependent phosphorylation and activation of NOX2. In functional assays, oxLDL abolished guanosine 3',5'-cyclic monophosphate (cGMP)-mediated signaling and inhibited platelet aggregation and arrest under flow. This was prevented by either pharmacologic inhibition of NOX2 in human platelets or genetic ablation of NOX2 in murine platelets. Platelets from hyperlipidemic mice were also found to have a diminished sensitivity to cGMP when tested ex vivo, a phenotype that was corrected by infusion of gp91ds-tat into the mice. This study demonstrates that oxLDL and hyperlipidemia stimulate the generation of NOX2-derived ROS through a CD36-PKC pathway and may promote platelet hyperactivity through modulation of cGMP signaling.
the British Heart Foundation (PG/11/37/28884 and PG/13/90/30578) and Heart Research UK (RG2614)