Dissertations / Theses on the topic 'Cyclists'
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Rubie, Elisabeth. "Motor vehicles passing cyclists: The cyclist and driver perspectives." Thesis, Queensland University of Technology, 2021. https://eprints.qut.edu.au/213158/1/Elisabeth_Rubie_Thesis.pdf.
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Motor vehicles passing cyclists too closely is both unsafe and feels unsafe. The aim of this research was to increase understanding of the factors that influence passing distances and perceived risk, using the Comfort Zone Model. The Comfort Zone Model predicted the factors influencing the passing distances chosen by drivers which include traffic, road, and cyclist attributes. Passing distances and other factors such as motor vehicle speed, vehicle size and car parking then predict the perceived risk of passes for both cyclists and drivers.
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Van, Zyl Elizabeth. "Patellofemoral pain in cyclists." Master's thesis, University of Cape Town, 1999. http://hdl.handle.net/11427/26183.
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The aim of this thesis was first to review the current literature that deals with patellofemoral pain in cyclists. The second aim was to investigate the possibility of reducing media-lateral deviation during the down stroke of cycling, by altering the biomechanics of the lower limb and, to observe the effect of this reduction on patellofemoral pain in a clinical trail. This thesis is in the format of two papers that is submitted for publication in sports medicine journals. The first paper is a review of the aetiology, biomechanics, diagnosis and management of patellofemoral pain in cyclists. The second is a research paper, titled: correcting lower limb biomechanics decreases patellofemoral pain (PFP) in cyclists.
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De, Angelis Marco, Víctor Marín Puchades, Federico Fraboni, Luca Pietrantoni, and Gabriele Prati. "Negative attitudes towards cyclists influence the acceptance of an in-vehicle cyclist detection system." Elsevier, 2017. https://publish.fid-move.qucosa.de/id/qucosa%3A73236.
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The shift towards automation and safer vehicles will increasingly involve use of technological advancements such as Advanced Driver Assistance Systems (ADAS). Nevertheless, these technologies need to meet users’ perceived needs to be effectively implemented and purchased. Based on an updated version of the Technology Acceptance Model (TAM), this study analyses the main determinants of drivers’ intention to use an ADAS aimed at detecting cyclist and preventing potential collision with them through an auto-braking system. Even if the relevance of perceived usefulness, perceived ease of use and trust on the acceptance of a new system has been already discussed in literature, we considered the role of an external variable such as attitudes towards cyclists in the prediction of an ADAS aimed to improve the safety of cyclists. We administered a questionnaire measuring negative attitudes towards cyclists, trust, perceived usefulness, perceived ease of use and the behavioural intention to use the system to 480 Italian drivers. Path analysis using Bayesian estimation showed that perceived usefulness, trust in the system, and negative attitudes towards cyclists have a direct effect on the intention to use the ADAS. Considering the role of attitudes towards other road users in the intention to use new ADAS aimed to improve their safety could foster the user’s acceptance, especially for those people who express a negative representation of cyclists and are even more unlikely to accept the technology.
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Shin, Doh Kyoum. "Explanation of factors influencing cyclists' route choice using actual route data from cyclists." Thesis, University of Leeds, 2016. http://etheses.whiterose.ac.uk/13532/.
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Cycling as a sustainable means of transport brings a number of benefits, which includes improved health and well-being for individuals, improved air quality and climate change, accessibility and reduced traffic congestion at the national level. However, despite the benefits of cycling and the efforts by the government to promote this mode of transport, many short trips in Britain suitable for cycling are still made by motorised transport modes. People seem reluctant to change their mode of travel behaviour in favour of cycling. Therefore, it is important to understand the nature of complicated behaviour of people and the ones of cyclists at first. The thesis aimed to understand route choice behaviour for cycling for utility purposes in England. The thesis examined why cyclists use their current routes and how various features influence their choices. The thesis also probed the reasons for the choices and the relationship between the choice and the characteristics of cyclists. A mixed method approach was applied for the thesis, using questionnaires, actual route data collection for quantitative methods and interviews for qualitative methods. This approach allowed the researcher to examine diverse aspects of the research questions, which individual methods were unlikely to address. The thesis has identified what route features are important for cyclists, and why these features are considered important. In terms of the issues regarding cycling infrastructures, the preferences of cyclists were found to be linked to the fear to motorised traffic on roads, which is a fundamental issue that may not be revealed through quantitative studies. Another key finding identified was that cyclists choose different routes dependent on the conditions applicable even for same trip purposes. In this respect, it was noted that often their choices are forced by prevailing road instructions such as one-way road, although they may be aware that the alternative road conditions may not be good from a cycling viewpoint. However, it was also found that, where practicable, cyclists are likely to choose a route strategically, in a manner that will minimise the physical efforts required for cycling. Finally, based on the observations of the different geographical and environmental characteristics and atmosphere to cycling in two case study cities, the thesis also discovered the segment of the population who could become the main target for promoting the benefits of cycling.
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Suleman, Muhammed. "Cyclists' rights to the city: The realisation of cyclists' rights in the city of Johannesburg." Master's thesis, Faculty of Engineering and the Built Environment, 2018. http://hdl.handle.net/11427/30041.
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This research follows from the announcement of the Johannesburg mayor to stop the development of cycle lanes in the city of Johannesburg. The research is based on the notion that cyclists, like all other road users, have an equal right to the city. Therefore, planning for cyclists in cities should be awarded the same level of importance as planning for other modes of transport. However, having a right to city is, to a large extent, controlled by those who plan and shape the city. For this reason, the research places planning at the centre of the process, and unpacks the role of transport planners in shaping the city as a cycle friendly space. In doing this, the research focuses on the city of Johannesburg, a city which has, between 2007 and 2018, seen the development of 40kms of dedicated cycle lanes. The City decided to stop the development of cycle lanes because the city has not experienced an increase in cycling mode share. The research suggests that it is too early in the project to stop cycling development in Johannesburg. The city needs to relook at what has been done, find the gaps, and improve the programme. The research conducts a case study evaluation. The method focuses on four areas in Johannesburg in which cycle lanes have been constructed. Through an interview process, the research discusses why, transport planners feel cycling has not increased in Johannesburg, despite the interventions by the city in these four areas. The perspective of the transport planners are then compared to a range of articles relating to the development of the cycle lanes in Johannesburg. The research finds that while there is an acknowledgement of the city’s efforts to develop cycle lanes, there is a problem with the planning process. To understand the planning process better, the research discusses six international precedent cities, which have successfully increased cycling mode share. Through unpacking the planning process in these international cities, the research demonstrates the impacts that, the correct planning process can have, in the promotion of cyclists’ rights in cities. The research identifies certain gaps in the Johannesburg planning process. The research highlights a range of strategies which planners need to focus on in Johannesburg. However, at the root of it all, the research finds that cycling development in Johannesburg did not follow any specific cycling plan, while international best practice indicates that this is a major requirement. There is no clear guideline or strategy from the city which planners are following and, therefore, there is no coherent or complete plan for promoting cycling in Johannesburg.
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Laursen, Paul B. "The influence of high-intensity interval training on endurance performance in well trained cyclists /." St. Lucia, Qld, 2003. http://www.library.uq.edu.au/pdfserve.php?image=thesisabs/absthe17646.pdf.
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Gardner, Andrew S. "Power output of track sprint cyclists /." [St. Lucia, Qld.], 2005. http://www.library.uq.edu.au/pdfserve.php?image=thesisabs/absthe18973.pdf.
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Paulsen, Kirk Thomas. "Cyclists' Queue Discharge Characteristics at Signalized Intersections." Thesis, Portland State University, 2018. http://pqdtopen.proquest.com/#viewpdf?dispub=10825478.
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Wider bike facilities intuitively accommodate a greater number of cyclists in the same amount of time, but specific queue discharge characteristics associated with varying widths and/or types of bike facilities have not been thoroughly documented.
The focus of this research analyzed queues of cyclists at four signalized intersections in Portland, OR with varying widths on the approach and downstream intersection legs. A total of 2,820 cyclists within 630 groups of queued cyclists were observed at five different intersection layouts in Portland, Oregon. The layouts consisted of: a standard bike lane six feet wide connecting bicyclists to a standard bike lane six feet wide, a standard bike lane five feet wide connecting bicyclists to two standard bike lanes each five feet wide, a buffered bike lane 12 feet wide connecting bicyclists to a standard bike lane 6.5 feet wide, a bike box 21 feet wide connecting bicyclists to a buffered bike lane 10 feet wide, and a bike box 15 feet wide connecting bicyclists to two standard bike lanes each five feet wide.
For each configuration, the following aspects were analyzed: average headway per cyclist within each queue, the time required for queues to enter the intersection, the time required for queues to clear the intersection, the number of cyclists within queues, the width of the bicycle facilities, the approach grade, and the utilization of a bike box at the intersection approach if it was present.
The first major focus of the analysis reviewed the average headway values associated with each observed queue of cyclists. The queue size with the lowest mean of the average headway was for groups of seven cyclists with an average headway of approximately 0.8 seconds per cyclist. For queues larger than seven in size, the mean of the average headway remained relatively stable until queues of 12 in size and started to slightly increase toward approximately 1.0 seconds for queues larger than 12 cyclists. In addition, it appears that utilization of a bike box has a potential relationship with a reduced average headway as compared to queues that do not utilize a bike box. The associated reduction in the mean of the average headway was approximately 0.2 to 0.3 seconds per cyclist for queues of three or more in size.
The second major focus of the analysis reviewed the queue discharge rate associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally discharge queues of bicyclists into the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized. The installation of a bike box at one of the study intersections increased the approach width from five to 15 feet and resulted in consistently lower average discharge times for all queue sizes, a reduction of greater than one second for queues of two cyclists to as much as about four seconds for queues of nine cyclists.
The third major focus of the analysis reviewed the intersection clearance time associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally clear queues of bicyclists through the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized.
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Hansen, Ashleigh. "The use of Ergogenic aids in cyclists." Master's thesis, University of Cape Town, 2014. http://hdl.handle.net/11427/22627.
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Tengattini, Simone. "Physical and bicycle resistances characterization of utilitarian cyclists." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2017.
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Urban cyclist’s physical characteristics are important for advanced modelling of bicycle speed and energy expenditure, with applications including infrastructure design, network analysis, and health and safety assessments. However, representative values for diverse urban travellers have not been established. This study investigates the physical characteristics of real-world urban cyclists, including rolling and drag resistance parameters, and bicycle and cargo masses. Relationships among physical characteristics socio-demographics and travel behaviour are also analysed, and a bicycle cruising speed model is derived to illustrate usefulness of the sought parameters. Firstly, a 12-sensor, 100-meter coast-down test setup is developed and indoor and outdoor validation tests are performed. Secondly, resistance parameters were measured utilizing the novel coast-down test for 557 intercepted cyclists in Vancouver, Canada. Masses were also measured, along with other bicycle attributes (tire pressure and size). The average (standard deviation) of coefficient of rolling resistance (C_r), effective frontal area (A_f C_d), bicycle plus cargo mass, and bicycle-only mass were 0.0077 (0.0036), 0.559 (0.170) m2, 18.3 (4.1) kg, and 13.7 (3.3) kg, respectively. The range of measured values is wider and higher than suggested in the literature. Thirdly, cluster analysis revealed that cyclist physical typology can be related to cycling efficiency,comfort in mixed traffic, year-round cycling, self-reported speed, and physical activity engagement. Physical typologies might help unveil new motivations in active travel behaviour and encourage urban cycling by a wider range of people. Finally, a mathematical framework is derived from first principles to determine speed from cyclist characteristics (power output, gearing, resistance parameters) and roadway attributes.
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BAKKAL, Ahmet Tansu. "Acoustic Detection of Rear Approaching Vehicles for Cyclists." Thesis, Högskolan i Halmstad, Sektionen för Informationsvetenskap, Data– och Elektroteknik (IDE), 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:hh:diva-25182.
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The project aims to detect rear approaching vehicles for cycslist with a low power consumption. Study focuses on acoustic features of the sound of rear approaching vehicles and examines the useful indicators to detect the vehicles. The project includes more then one correlation and reveals their success rates for as many as samples possible.
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Luo, Ding. "Modeling of cyclists acceleration behavior using naturalistic data." Thesis, KTH, Transportplanering, ekonomi och teknik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-161745.
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Over the past few years, many cities have witnessed the increasing popularity of cycling, especially among ordinary commuters. Accordingly, there has also been a fast growing demand for the knowledge of cycling performance as well as cyclist behavior, which can be valuable for both traffic planners and policy makers when it comes to the bicycle-related issues. The aim of this study, hence, is to investigate the cycling performance in detail and to further develop proper models which can be implemented in the microscopic cycling traffic simulation. The study was initiated with data collection in the summer of 2013 in Stockholm. A number of commuter cyclists were recruited and then provided with GPS devices to record their daily cycling trips. The GPS devices were portable but qualified enough to measure cyclists’ position, speed and altitude with a time interval of one second. Before the winter, around 100 natural cycling trips made in the urban area of Stockholm were collected and a database was later established to manage the raw data. Prior to the data analysis, measurement noise cancellation and profile smoothing were performed by implementing multiple processing approaches, including the robust locally weight regression and the Kalman filtering. A cycling regime which separates the cyclist behavior into three different kinds (acceleration, deceleration and cruising) was constructed based on the data observation. According to this regime, a normal cyclist should always endeavor to achieve and maintain a desired speed which varies depending on a number of factors, such as the cyclist’s own demographics and the road grade. If a cyclist’s present speed was not corresponding to her present desired speed, she would accelerate or decelerate immediately. Based on this assumption, the GPS data were classified into three parts, including dedicated datasets for acceleration profiles, deceleration profiles and cruising profiles. The profiles were analyzed statistically and some significant cycling characteristics were founded. Moreover, mathematical models were formulated to describe cyclists’ acceleration and deceleration behavior. The models were further estimated using the maximum likelihood estimator and evaluated by several goodness-of-fit measures.
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Dobbins, Trevor D. "The VO2 slow component in endurance trained cyclists." Thesis, University of Chichester, 2001. http://eprints.chi.ac.uk/860/.
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Established models of endurance performance (Costill et al. (1973) Med Sci Sports 5(4): 248-252 and Coyle (1995) Ex. Sport Sci. Rev. 23:25-63) are based on the athlete's ability to maintain a fixed %V02peak, normally within the severe intensity domain, e.g. 88 %V02peak (exercise intensity domains being defined as; rest-moderate-heavy-severe-V02peak; Whipp (1994) Med. Sci. Sports Exerc. 26(11): 1319-13-26). The V02 slow component (V02SC) concept (Gaesser and Poole, 1996, Ex. Sport Sci. Rev. 24:35-70), which is based on observations from a healthy/sedentary populations', states that V02 continually increases within the severe intensity domain, and therefore undermines the validity of the performance models. This thesis examined the V02SC in an endurance trained cyclist population. Within the models, V02peak sets the ceiling for endurance performance. Current V02SC theory suggests that V02p"k assessment is protocol independent, as V02 continually increases within the severe intensity domain. This thesis demonstrated that V02peak was protocol dependent for 3 ramp protocols (35, 20 and 5 W.min-'), the V02SC being unable to generate a V02peak response from the 5 W.min-' protocol even though the subjects worked within the severe intensity domain. The V02SC definition states that V02 is elevated above values predicted from moderate intensity exercise at heavy, and increases continually, at severe exercise intensities. The endurance trained subjects demonstrated elevated steady state V02 responses at exercise intensities up to their endurance performance V02. This was within the severe intensity domain, thus validating the performance models for this subject population. The V02SC response in endurance trained cyclists differed from that previously observed for a sedentary/healthy population, therefore the currently accepted cause, increased fast twitch (FT) muscle fibre recruitment, may be questioned. Evidence from EMG studies suggest that muscle recruitment patterns differ between muscles, with increasing intensity (Green and Patla (1992) Med. Sci. Sports Ex. 24(1): 38-46). The recruitment patterns of three muscles were examined during incremental exercise to establish changes in both the magnitude of activation, and potential changes in fibre type recruitment (via the median frequency response). The pattern of muscle recruitment varied between both subjects and muscles. Changes in the recruitment patterns of a number of individual muscles were coincidental with the initiation of the V02SC. No coincidence between muscle fibre type recruitment (assessed via the EMG median frequency response) and the V02SC in endurance trained cyclists was observed. Therefore the V02SC may be due to changes in muscle recruitment patterns as well as FT fibre recruitment. The results of this thesis suggest that current models of endurance performance are valid for the endurance trained cyclist population studied, and that the V02SC concept should be redefined for this population. The V02SC response observed may be due to changes in muscle recruitment patterns and an increase in the number of motor units recruited, as median frequency EMG measures did not support the hypothesis that the V02SC is principally caused by an increased recruitment of FT muscle fibres.
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Cleary, Johanna. "Cycle facilities and cyclists' safety in Greater Nottingham." Thesis, University of Nottingham, 1993. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.387290.
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Nuñez, Javier Yesid Mahecha. "Cyclists\' physiological stress and network planning and evaluation." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-04122018-151933/.
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Transportation planners need to assess users\' stress conditions on cycling infrastructures given that highly stressful situations can discourage the use of this sustainable transport mode. Not many studies have addressed the relationships between these environmental factors and users\' emotional responses in terms of objective measures of stress. The aim of this study is to explore a new approach for planning and evaluating cycling infrastructure, based on smart sensors. This new approach focuses on the perspective of monitoring parameters intrinsic to the user, such as emotions. In this perspective, the indicators of stress levels are made from directly measuring cyclists\' physiological responses throughout the journey. This approach makes use of technological resources to extract information from users through sensors and imparts this information in an integrated way to improve infrastructures for cyclists. The data were collected using stress and noise sensors, accelerometers embedded in a smartphone and a GPS. Initially, the problem is posed and we discuss how the design and evaluation of cycle paths has been addressed in the literature. The proposed approach identifies the most relevant contributions and research gaps, such as the lack of research based on objective criteria and research that involves designing and evaluating infrastructure scenarios shared with motor vehicles. In the sequence, an objective method for assessing bicycle infrastructures combining environmental assessment with vertical acceleration measurements was proposed in order to improving data collection and other procedures required for assessing the main components of cycling infrastructures. Subsequently, a tool to characterize traffic stress of cycling routes, called the Level of Traffic Stress (LTS), was validated with physiological measures in the urban context of a mediumsized Brazilian city. It was observed that there is no correlation and little agreement between the parameters. It is also emphasized that even when incorporating information about the traffic speed to the LTS tool, it was not significantly related to stress from the perspective of the cyclist. In the final analysis the influence of noise, vibration, cycle paths and period of day on stress experienced by cyclists was investigated. An analysis of the p-values and odds ratio confidence intervals shows, with a 95% confidence level, that only the period of the day influenced stress, as confirmed by the data. In this case, the chances of having stress increased by 24% in the afternoon rush hour compared to the morning rush hour. This study showed the feasibility of stress assessment in cyclists using an objective measurement method, as well as quick identification of critical levels of stress.Os planejadores de transporte precisam avaliar as condições de estresse dos usuários em infraestruturas cicloviárias, uma vez que situações de alto estresse podem desencorajar o uso deste modo de transporte sustentável. Poucas pesquisas têm questionado se existe alguma relação entre esses fatores ambientais e a resposta emocional em termos de medidas objetivas do estresse. O objetivo deste trabalho é explorar a incorporação de sensores inteligentes no planejamento e avaliação da infraestrutura cicloviária. Essa nova abordagem é focada na perspectiva de monitorar parâmetros intrínsecos ao usuário, como as emoções. Nesta perspectiva, os indicadores dos níveis de estresse são feitos a partir da medição direta de respostas fisiológicas em ciclistas ao longo do percurso. Essa abordagem aproveita os recursos tecnológicos para extrair informações dos usuários e permitir o uso dessas informações de forma integrada para melhorar a infraestrutura dos ciclistas. Os dados foram coletados por meio de sensores de estresse, de ruído e acelerômetros incorporados a um smartphone e GPS. Inicialmente é apresentado o problema e como o projeto e avaliação das ciclovias tem sido abordada na literatura. A abordagem proposta permitiu identificar as contribuições mais relevantes e as lacunas de pesquisa, tais como, a falta de pesquisas baseadas em critérios de objetivos e a falta de pesquisas que envolvam o desenho e a avaliação de cenários de infraestrutura compartilhados com veículos automotores. Em seguida foi proposto um método objetivo de avaliação de infraestruturas cicloviárias, combinando a avaliação ambiental com medições de aceleração vertical, a fim de melhorar a coleta de dados e outros procedimentos necessários para avaliar os principais componentes das infraestruturas cicloviárias. Na sequência uma ferramenta para caracterizar o estresse de tráfego de ciclovias, denominada Level of Traffic Stress (LTS), foi validada com medidas fisiológicas no contexto urbano de uma cidade brasileira de porte médio. Observou-se que não há correlação e há pouca concordância entre esses parâmetros. Ressalta-se ainda que, mesmo ao incorporar informações de velocidade de tráfego à ferramenta LTS, não foi significativamente relacionado com estresse medido sob a perspectiva do ciclista. Por fim, foi investigada a influência do ruído, vibração, presencia ou ausência de ciclovias e período do dia no estresse experimentado pelos ciclistas. Uma análise dos valores de p e dos intervalos de confiança das razões de chances mostraram, com um nível de confiança de 95%, que apenas o período do dia influenciou o estresse. Neste caso, as chances de ter estresse aumentaram em 24% na hora pico da tarde em comparação com a hora pico da manhã. Este estudo mostrou a viabilidade da avaliação do estresse em ciclistas por meio de um método de medida objetiva além da rápida identificação dos níveis críticos de estresse.
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Balmer, James. "The physiological testing of senior and veteran cyclists." Thesis, University of Kent, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.342150.
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Sjölin, Paulina, and Martin Forsberg. "How to make car-addicts become proud cyclists." Thesis, Malmö högskola, Fakulteten för kultur och samhälle (KS), 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:mau:diva-22839.
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Trots att vetskapen om klimatförändringar är utbredd bland människor, verkar individer sällan fundera över att deras egna handlingar bidrar till klimatförändringar när de väljer hur de ska transportera sig, detta märks ¨tydligt när det kommer till det utbredda användandet av bil. För att minska andelen ”onödig” bilism drivs arbeten, inom Malmö stad, med fokus på information, kommunikation och kampanjer som ämnar öka andelen gång-, cykel- och kollektivtrafikresenärer. Detta arbete kan sammanfattas med ett ord: beteendepåverkan. Målet med beteendeförändringar är en del i arbetet mot att göra Malmö till en mer attraktiv och hållbar stad. Syftet med studien är att undersöka hur förändringsagenter på kommunal nivå i Malmö uppfattar sitt yrke och sin yrkesroll, vilket innefattar hur de uppfattar de ramar inom vilka de arbetar, hur de uppfattar kompetens, vilken uppfattning de har av framgång i arbetet samt hur framgång kan och bör mätas. Det empiriska materialet i denna studie är en kvalitativ analys av sex intervjuer med förändringsagenter på Trafikmiljöenheten inom Malmö Stad. Resultatet visar att de intervjuade förändringsagenterna ser både möjligheter och hinder med att jobba inom offentlig sektor. Fördelarna menar de, är att de känner en viss frihet då de inte skall ”sälja en produkt”, att de har möjlighet att påverka hur arbetet skall genomföras och att de har möjlighet att komma med egna idéer. Nackdelarna är att det professionella spelrummet i hög grad är beroende av det politiska spelrummet, där det finns en spänning mellan att jobba långsiktigt samtidigt som effekter på kort sikt skall kunna presenteras. Det är viktigt för förändringsagenter att ha social och interpersonell kompetens, snarare än teknisk och praktisk kompetens för att göra ett bra arbete. Intervjupersonerna uppfattar att det skett en allmän förändring av den allmänna attityden till miljö- och trafikfrågor de senaste 10 till 15 åren, vilket har gjort det lättare för förändringsagenterna att nå ut med sina budskap.Although knowledge about the complex of problems with climate change is widespread, individuals often do not consider their own actions as contributors to climate change when they make their own choice of how to transport themselves, especially with the widespread use of cars. To reduce unnecessary car use, work is taking place at the public sector level in the city of Malmö. Through information, communication and campaigns, the city aims to raise the amount of pedestrians, cyclists and public transport users; this job can be summarized as: behavioral change. This job is part of the aim to make Malmö a more attractive and more sustainable city. The purpose of this study is to investigate how agents of change at the public sector level understand their profession and their professional role. This involves how they understand the boundaries in which they can operate, their understanding of competencies, how they understand success in their work, and how success can be and should be measured. The study took place through a qualitative study in the form of interviews where six agents of change at the Trafikmiljöenheten in Malmö Stad make up the empirical population for the study. The results show that the interviewed agents of change see opportunities and hindrances with working in the public sector. The advantages are that they feel a level of freedom, as they are not a company aiming to sell a product and that they feel they have the opportunity to affect how the work should go about through the opportunity to bring forward their own ideas. The disadvantages are the political arena that they are a part of, where the policies of the ruling politicians form the boundaries in which the agents of change can perform their work. There is tension between working with effects that only become evident in the long-term and the demands of showing short- term effects. The agents of change say that competencies of social and interpersonal character rather than technical and practical competencies are important for doing a good job. The interviewees outlined that the general attitude towards environmental questions and choice of transport modes has changed over the past 10-15 years which makes it easier for the agents of change to reach out with their messages.
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Lif, Andreas. "Concept Design to Enhance Rearward Perception for Cyclists." Thesis, KTH, Skolan för industriell teknik och management (ITM), 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-217973.
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Although cyclists travel on many of the same roads as cars, motorcycles and mopeds, bicycles are rarely outfitted with rear view mirrors as these vehicles are. Instead, most cyclists rely on looking over their shoulder to assess their situation, which can cause discomfort and disorientation and also means taking their eyes off the road ahead. The purpose of this project was to research and evaluate existing rear view cycling products to try to understand why they are not used more frequently. Based on the findings of that research, the purpose was also to develop a concept for a new product that would increase cyclists’ awareness of what’s behind them in a way that improves upon the existing products. By applying user centered design and research methods, insights were made that served as inspiration for the concept development. These insights were also translated into a requirement specification, which was used to evaluate the concepts. Out of seven concepts, one was chosen for further development. This included iterative development of a functioning prototype based on user feedback. The resulting concept was a bicycle helmet with an integrated rear facing camera, capable of streaming its video to an app in the user’s smartphone, which in turn could be mounted on the handlebar of their bicycle.Även om cyklister i många fall färdas på samma vägar som bilar, motorcyklar och mopeder är cyklar sällan utrustade med backspeglar. Istället förlitar sig de flesta cyklister på att se sig över axeln för att bedöma en trafiksituation, vilket kan vara både obekvämt och desorienterande, samtidigt som detta innebär att uppmärksamhet tas ifrån vägen framför cyklisten. Syftet med detta projekt var att undersöka och utvärdera befintliga backspegelprodukter för att försöka förstå varför de inte används i större utsträckning. Baserat på resultatet av denna undersökning var syftet dessutom att utveckla ett koncept på en ny produkt avsedd att öka cyklisters medvetenhet om vad som finns bakom dem i trafiken. Detta på ett sätt som innebar en förbättring av svagheterna med befintliga produkter. Genom tillämpning av användarcentrerade design- och undersökningsmetoder gjordes insikter som användes som inspiration för konceptutvecklingen. Dessa insikter översattes även till en kravspecifikation som användes för att utvärdera de olika koncepten. Utav sju koncept valdes ett för vidare utveckling, vilket inkluderade iterativ utveckling av en fungerande prototyp baserat på feedback från användare. Det resulterande konceptet var en cykelhjälm som via en inbyggd bakåtriktad kamera strömmade video till en app i användarens smartphone, i sin tur monterad på dennes cykelstyre.
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Munro, Lynne. "Assessment of joint kinetics in elite sprint cyclists." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2018. https://ro.ecu.edu.au/theses/2128.
Full textAbstract:
Sprint cycling requires the production of explosive muscle power outputs up to very high pedalling rates. The ability to assess muscular function through the course of the sprint would aid training practices for high-level performers. Inverse dynamics provides a non-invasive means of estimating the net muscle actions acting across any joint contributing to movement. However, analysis of joint kinetics requires motion-capture techniques that present some unique challenges for cycling. This thesis presents three studies investigating the application of a custom-designed force pedal system to examine the joint kinetics of elite trained track sprint cyclists. To provide the basis for selecting appropriate testing procedures, study one evaluated differences between two- and three- dimensional techniques while assessing joint kinetics of seated and standing sprint cycling at optimal cadence (the cadence where peak power is delivered). Study two examined the impact of cadence and seating position on joint kinetics, while determining testing reliability using the three-dimensional process. Coefficients of variation were established for between- and within- days repetitions of sprint performance at optimal cadence, and cadences 30% lower and 30% higher, in both seated and standing positions. Study three compared joint kinetics of sprint cycling performance with commonly-applied resistance-training exercises in an elite cycling cohort, in order to better understand training specificity. Joint-specific torque-angular velocity relationships were established from seated and standing sprinting at three cadences and the clean exercise at three loads, with other strength-based exercises examined at maximal load only.
Study one determined that flattened projections of the 3D motion into 2D resulted in significant differences in joint powers calculated in the sagittal-plane. When using 2D methods, knee joint power was significantly lower and hip transfer power significantly greater, while hip range of motion was lower and the angle where hip peak power occurred later in the crank cycle. These results indicate that 3D processes should be used where evaluation of absolute values are important, although 2D processes may still be acceptable where relative differences are being assessed. It was observed in Study two that, while crank and total muscle power upheld a quadratic power-cadence relationship, joint-specific powers were uniquely related to cadence and riding position. Crank and joint-specific optimal cadences for power production were distinctly different. The hip displayed a linear maximum power-cadence relationship in seated but quadratic in standing position, with the reverse observed at the knee. Ankle and hip transfer powers both linearly declined with cadence irrespective riding position. In such a case, joint-specific power contribution, hence distribution of muscular effort, cannot be directly inferred from power assessed at the crank. Reliability was highest for crank and total muscle power, particularly at the riders’ optimal cadence. Reliability of joint powers were somewhat lower and uniquely dependent on joint, joint action and trial condition. Results indicate that external power output at the crank is relatively stable across sprints, despite variation in the underlying muscular contributions. Results of study three showed equivalence in the torque-angular velocity relationships at the hip in sprint cycling and different phases of the clean. No such relationship was evident at the knee or ankle. In contrast to the negative linear relationships observed in all other conditions, ankle mechanics in sprinting showed a positive linear relationship highlighting a distinct functional role of this joint. Highest maximal torques at the hip and knee were observed during unilateral single rack pull and step-up exercises, respectively, supporting their efficacy for improving the maximum strength characteristics at these joints.
The results of this thesis indicate that joint kinetics are an effective means of assessing muscular performance in highly-trained track sprint cyclists and provide information on the underlying strategies that could not be assessed through conventional testing of power at the crank. The use of 3D processes is recommended where accuracy of assessment and absolute values are important. Flexibility of 2D processes may be advantageous in field-based settings and may be acceptable where only relative change is of interest. High reliability of 3D testing supports its use in monitoring of athletes, with the reliability data presented in this thesis providing an indication of the smallest meaningful changes in various trial conditions. Low coefficients of variation observed in crank and muscle power terms, despite greater variation in joint powers, suggest motor control strategies dynamically respond to task conditions while maintaining a consistent external power. Resistance exercises are seen to display jointspecific profiles that characterise relative hip- or knee- dominance. The comparison of these profiles with those of sprint cycling can help inform exercise selection for strength development of elite riders. The ability to monitor changes and target training intervention at joint level provides a unique approach to athlete development. Outcomes of this thesis support the practical application of joint kinetic assessment in aiding training practices to the highest levels of competition in track sprint cycling. Indeed, the equipment, methods and knowledge obtained from this research is currently applied in the preparation of Australia’s best sprint cyclists.
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Abbiss, Chris. "Regulation of exercise intensity in well-trained cyclists." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2008. https://ro.ecu.edu.au/theses/178.
Full textAbstract:
It is known that exercise performance may be improved if athletes select the optimal regulation of pace during exercise. Despite this knowledge, the best possible strategies that may delay the development of fatigue and ensure optimal performance during a variety of exercise tasks are not yet known. Thus, the primary purpose of the six research studies contained within this doctoral thesis was to describe pacing strategies and improve our understanding of factors that influence the regulation of intensity during self-paced exercise.
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Miller, Katey G. "A demographic analysis of recreation participants a comparison among three surveys /." Diss., Columbia, Mo. : University of Missouri-Columbia, 2006. http://hdl.handle.net/10355/5917.
Full textAbstract:
Thesis (M.S.)--University of Missouri-Columbia, 2006.The entire dissertation/thesis text is included in the research.pdf file; the official abstract appears in the short.pdf file (which also appears in the research.pdf); a non-technical general description, or public abstract, appears in the public.pdf file. Title from title screen of research.pdf file (viewed on August 30, 2007) Includes bibliographical references.
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Paton, Carl D. "Monitoring and enhancing the performance of competitve cyclists a thesis submitted to Auckland University of Technology in fulfilment of the degree of Doctor of Philosophy, 2005." Full thesis, 2005.
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Balogh, Samu Márton. "Perceived safety of cyclists : The role of road attributes." Thesis, KTH, Urbana och regionala studier, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-214830.
Full textAbstract:
Objectives Although the lack of perceived safety is an important deterrent to cycling, available knowledge is not comprehensive enough. The aim of this research is to contribute to academic knowledge by exploring the role of road section attributes in perceived safety of cyclists and to develop a method to use the theoretical results in practice. Methods A stated choice survey is carried out to estimate the effects of selected infrastructure attributes on perceived safety. A multinomial logit (MNL) model is used to estimate the effects. Results are used to develop an infrastructure assessment tool by counting aggregate perceived safety utility values of road sections. Results Cyclists perceive the presence of dedicated cycling facilities and physical separation similarly important, while other attributes (traffic volume, speed reduction and adjacent car parking) turned out to be less important. The Subjective Safety Score can be consciously used to evaluate existing and planned road sections and compare different design alternatives. Conclusions The results give a strong support for using physically separated cycling facilities (cycle tracks for example) to engage people to cycling. Further research is recommended to explore the effects of intersection attributes and to include interaction effects of attributes as well.
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Linaker, Kelly, and n/a. "Physiological and Performance characteristics of Elite Mountain Bike Cyclists." University of Canberra. Health Sciences, 2004. http://erl.canberra.edu.au./public/adt-AUC20080916.141457.
Full textAbstract:
Cross-country (XC) mountain bike (MTB) riding is a new cycling discipline and research
examining the physiological demands of MTB racing is limited. The purpose of this study
was to comprehensively measure physiological characteristics, to identify the performance
demands of XC and time trial (TT) MTB racing and to simulate a field MTB race in the
laboratory to measure the physiological responses associated with racing.
Twelve male and four female elite MTB cyclists volunteered to take part in this study.
Subjects completed maximal aerobic power and, anaerobic power and capacity tests. MTB
race data was collected during TT and XC competitions with SRM MTB power cranks fitted
to the subjects MTB. Five male MTB cyclists (V
.
O2max 72.0 +/- 4.6 ml/kg/min-1, maximum
power output (MPO) 5.40 +/- 0.30 W/kg-1, maximum heart rate (HRmax) 189 +/- 7 bpm)
performed two laps of a MTB course in the field using their race bikes with MTB SRM power
cranks fitted. A laboratory MTB race simulation was performed using a wind braked
ergometer. Cyclists attempted to match the average and peak power output (W/kg-1) achieved
in the field trial in the laboratory. Power output (PO), heart rate (HR) and cadence
(revolutions per minute, rpm) were measured during field and laboratory trials, while oxygen
uptake (V
.
O2) was determined only during the laboratory simulation.
Results showed TT MTB racing is significantly shorter in duration and distance than XC
racing and significantly higher for power output and heart rate, with more time spent above
anaerobic threshold (16.0 +/- 2.4 and 22.8 +/- 4.3% time) and MPO (38.4 +/- 5.2 and 26.5 +/- 9.4%
time) than XC racing (p<0.05). Mean power output and heart rate between the field and
laboratory trials were similar (4.18 +/- 0.55 and 4.17 +/- 0.15 W/kg-1 respectively, 175 +/- 9 and
170 +/- 8 bpm). Time spent below 2 W/kg-1 and above 6 W/kg-1 for the field and laboratory
trials accounted for ~32% and ~30% of the total time, respectively. During field and
laboratory trials, cyclists utilised 77.8 and 77.3% of MPO, 93 and 90% of HRmax, respectively.
There was a significant difference between mean cadence in the field and laboratory trials
(60.3 +/- 9.1 and 75.2 +/- 7.0 rpm, respectively, p<0.05). The cadence band of 60-69 rpm
showed a significant difference between the time spent in that band from the field (14.6%) to
the laboratory (4.6%). The time spent above a cadence of 80 rpm in the field was 29.8%
compared to the laboratory at 62.0% of the time. Mean and peak V
.
O2 for the simulation was
57.5 +/- 3.3 and 69.3 +/- 4.4 ml/kg-1/min-1 respectively, with cyclists sustaining an average of
~80% V
.
O2max.
In summary, MTB competition requires multiple short-high intensity efforts and places high
demands on both the aerobic and anaerobic energy systems. The power output and heart rate
responses to a MTB field race are similar when simulated in the laboratory, although in the
laboratory higher cadences are selected for the higher power outputs than the field.
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Moss, Lovshin Shona Elise. "Immune status in male cyclists during heavy endurance training." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp05/mq22640.pdf.
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Raustøl, Johannes. "Value of Travel Time Savings — Estimates on Norwegian Cyclists." Thesis, Norges teknisk-naturvitenskapelige universitet, Institutt for samfunnsøkonomi, 2013. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-23155.
Full textAbstract:
Value of Travel Time Savings (VTTS) is probably the most important benefit in transportation investment projects. Nevertheless, knowledge about VTTS for cyclists is sparse. In a time of change to a more climate-friendly, urban transport system more knowledge of the topic is highly demanded. By utilizing a mixed logit model, this study estimate that the average VTTS for a Norwegian cyclist is higher than previously measured. Applying the average VTTS-value in national cost benefit analysis would make time-saving infrastructure and facilities for cyclists more profitable. By parameterizing the coefficients for time and cost, the study also find that income and variables related to reasons to cycle have large impacts on individual VTTS for cyclists.
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Meyer-Rodrigues, Sims. "Recruiting Cyclists in Uppsala: Why do exchange students cycle?" Thesis, Uppsala universitet, Institutionen för geovetenskaper, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-376705.
Full textAbstract:
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.
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PENNA, MARCELO HENRIQUE LUTTERBACH. "POSTMODERN CONSUMER TRIBES: AN EXPLORATORY STUDY ON ROAD CYCLISTS." PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO, 2010. http://www.maxwell.vrac.puc-rio.br/Busca_etds.php?strSecao=resultado&nrSeq=16730@1.
Full textAbstract:
O Pós-Modernismo tem sido objeto de estudo de inúmeros trabalhos
acadêmicos que abordam suas características de fragmentação, heterogeneidade,
convívio com ideais conflitantes e descrença na existência de verdades únicas e
explicações universais (COVA, 1996a). Para definir suas estratégias, as
pesquisas pós-modernas devem consideram a existência de microgrupos sociais,
criados livremente pelas pessoas de acordo com suas escolhas afetivas
(MAFFESOLI, 2006). Também denominados neotribos, tribos, comunidades ou
grupos pós-modernos (COVA, 1996a; MAFFESOLI, 2006), eles conectam
pessoas através de fatores como localidade, afinidade, emoção e paixão;
possuem rituais, cultuam símbolos, além de consumirem produtos e serviços por
seu valor de ligação, ou seja, por gerarem interação social entre seus membros
(COVA, 1997). O objetivo principal deste trabalho é verificar se e como as
características das tribos pós-modernas se aplicam aos ciclistas de estrada,
compreender como ocorrem suas experiências de consumo e identificar de que
forma o valor de ligação está presente em suas atividades. O Grupo Walter
Tuche, que reúne no Rio de Janeiro cerca de 130 ciclistas de estrada, foi
selecionado para esta pesquisa de caráter exploratório. A escolha do tema visa
contribuir para a disciplina do marketing tanto do ponto de vista de mercado,
quanto academicamente, face à importância de se compreender as tribos de
consumo dentro da realidade pós-moderna e à escassez de estudos acerca das
comunidades esportivas. Os resultados sugerem que os ciclistas do grupo
possuem hábitos típicos de uma tribo pós-moderna e têm no ato de pedalar um
meio de ligação social e de atribuir significado às suas vidas.Postmodernism has been the focus of a growing number of academic studies, which research its characteristics, such as fragmentation, heterogeneity, juxtaposition of opposites and the disbelief in definite truths and universal explanations (COVA, 1996a). To define its strategies, postmodern researches should consider the existence of social microgroups, created freely by individuals, based on their emotional choices (MAFFESOLI, 2006). Also named neotribes, tribes, communities or postmodern groups (COVA, 1996a; MAFFESOLI, 2006), they bring together people through values such as locality, affinity, emotion and passion; have rituals and worship symbols, besides consuming products and services due to their capacity of creating social interactions - linking value (COVA, 1997). The main purpose of this work is to identify if and how the characteristics of the postmodern tribes apply to road cyclists, as to understand how their consumption works and verify the existence of linking values on its structure. The Walter Tuche Group, which gathers around 130 road cyclists in Rio de Janeiro, Brazil, was selected for this exploratory research. The subject’s choice aims at contributing to the marketing discipline academically and to the sport consumption business perspective, not only due to the importance of understanding consumers’ tribes on a postmodern view, but also due to the lack of studies on sport communities. The results suggest that the cycling group members possess habits peculiar to postmodern tribes and that their members consider the act of cycling as a mean to give purposes to their lives.
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PÉREZ, CASTRO GUILLERMO. "Modelling behavior of cyclists to evaluate bicycle traffic performance." Thesis, KTH, Transportplanering, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-280760.
Full textAbstract:
Over the past years, bicycles started to gain popularity and more people are now using it as amean of transportation. Nowadays, sustainability trends promote cycling as one of the greenestsolutions for the future in mobility. With this rising demand in the number of bicycle trips, there isa need to design adequate infrastructure fitted to the behavior of cyclists and their traffic patterns.Even though there is plenty information regarding car driving behavior, there is still a lack ofunderstanding in how cyclists behave. Consequently, the behavior of cyclists is often modelled byadjusting parameters from models originally designed for other types of users (e.g. car-followingmodels).The purpose of this degree project is to increase the understanding of the behavior of cyclists byinvestigating the extent to what car-following models can be used to simulate bicycle traffic andwhat effects relevant parameters have on the behavior of simulated cyclists and specific trafficcharacteristics. The main method is microscopic traffic simulation, through the simulation programVissim, of bicycle traffic flow on a two-way separated cycle path in Stockholm, withoutdisturbances from pedestrian and car traffic. In addition, a sensitivity analysis is presented, withthe support of the Elementary Effects method, of behavioral parameters of following, overtaking,lateral position, and the longitudinal gradient of the cycle path, and their effects on speed, lateralposition, and time headway.The sensitivity analysis showed that the minimum lateral distance between cyclists is a keyparameter to model following and overtaking behavior, while the gradient was found to be animportant factor that has a great impact on the bicycle traffic performance. Overall, the resultsindicated that the Vissim implementation of the Wiedemann car-following model is able toreproduce the speed and time headway on flat cycle paths with high flows, with goodapproximation to reality. However, the model failed to represent the effect of gradient, and thelateral position of cyclists could only be achieved with a low level of detail and accuracy.The understanding of the behavior of cyclists is crucial for the design and planning of infrastructurededicated to bicycles, so transport planners can consider the needs of cyclists. This projectcontributes to establish a baseline for bicycle traffic modelling and its adaptation of car-followingmodels to simulate cyclists and bicycle traffic. The awareness of these adaptations will help topromote cycling in order to achieve a more sustainable transport system
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Nordmark, Anton. "Designing Multimodal Warning Signals for Cyclists of the Future." Thesis, Luleå tekniska universitet, Institutionen för ekonomi, teknik och samhälle, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-74884.
Full textAbstract:
Traffic is a complex environment in which many actors take part; several new technologies bring promises of reducing this complexity. However, cyclists—a particularly vulnerable road user group—have so far been somewhat put aside in these new developments, among them being Cooperative Intelligent Traffic Systems (C-ITS) and their aspects of human–computer interaction. This master’s thesis of industrial design engineering presents five multimodal collision warning signals for cyclists—future ones in these supposed C-ITS—using a novel application of bone conduction headphones (BCH) via sensations of both sound and touch. The thesis project was conducted as a complementary subset of the larger research project ‘V2Cyclist’ orchestrated by RISE Interactive. V2Cyclist set out to adapt the wireless V2X-protocol for cyclists by developing a physical prototype in the form of a bicycle helmet and corresponding human–computer interface. A significant part of the theoretical framework for this thesis was multiple resource theory: tasks in a different modality can be performed more effectively than in one already taxed attentively. Literature on human factors was also applied, particularly with regards to the perception of sound; evidence suggests that humans evolved a perceptual bias for threatening and ‘looming’ sounds that appear to encroach our peripersonal space; ethological findings point toward the association with low-frequency sounds to largeness. Sound design techniques usually applied to more artistic ends, such as synthesis and mixing, were repurposed for the novel, audiotactile context of this thesis. The thesis process was rooted in design thinking and consisted of four stages: context immersion, ideation, concept development, and lastly evaluation; converging and diverging the novel design space of using BCH in an audiotactile, i.e. bimodal way. The divergent approach generated a wide range of ideas. The later convergent approach did not result in one, definite design as further evaluation is required but also due to unknowns in terms of future hardware and network constraints. Given the plurality and diversity of cyclists, it may well follow that there is no optimal collision warning design in the singular. Hence, a range of five different solutions is presented. Each of the five multimodal collision warnings presents a different approach to conveying a sense of danger and urgency. Some warning signals are static in type, while others are more dynamic. Given the presumed rarity of collision warnings, multiple design techniques and rationales were applied separately, as well as in combination, to create different warning stimuli that signaled high urgency in an intuitive way. Namely, the use of: conventions in design and culture; explicitness in the form of speech; visceral appeal via threatening and animalistic timbres; dynamic and procedurally generated feedback; multimodal salience; crossmodal evocation of ‘roughness;’ size-sound symbolism to imply largeness; and innately activating characteristics of looming sounds.Trafiken är en komplex miljö med många deltagare; diverse ny teknik gör anspråk på att underlätta denna komplexitet. Men, cyklister—en särskilt utsatt grupp av trafikanter—har hittills hamnat i skymundan för sådana utvecklingar. Vidare, aspekten av användbara gränssnitt för cyklister inom sådana uppkopplade och samverkande trafiksystem (C-ITS) har utforskats desto mindre. Det här examensarbetet inom Teknisk design presenterar fem multimodala kollisionsvarningar avsedda för cyklister—framtida sådana i dessa C-ITS—genom en ny och bimodal användning av benledande hörlurar via både ljud och vibrationer. Examensarbetet genomfördes i koppling till forskningsprojektet V2Cyclist, orkestrerat av RISE Interactive, vars projektmål var att anpassa det trådlösa kommunikationsprotokollet V2X för cyklister via en fysisk prototyp i form av en cykelhjälm och parallellt utveckla ett tillhörande användargränssnitt. En viktig del av det teoretiska ramverket för det här examensarbetet grundar sig på multiple resource theory: uppgifter kan utföras mer effektivt i en annan modalitet än i en som redan är belastad med uppmärksamhet. Mänskliga faktorer och teori om vår uppfattning användes; bevis pekar på att människor har evolutionärt utvecklat en bias för hotande ljud som upplevs inkräkta på vårt närmsta personliga revir; etologiska rön visar på en koppling mellan lågfrekventa ljud och ‘storhet.’ Tekniker inom ljuddesign vanligtvis använda till mer artistiska ändamål, såsom syntes och mixning, användes här till godo för att utforska den nya och bimodala designrymden. Processen för arbetet grundade sig i design thinking och bestod av fyra faser: kontextfördjupning, idégenerering, konceptutveckling, och utvärdering. En ny och tidigare outforskad designrymd beståendes av en bimodal, ljudtaktil användning av benledande hörlurar divergerades och konvergerades. Ett initialt utforskande angreppssätt gav upphov till en bred mängd av idéer. Ett senare renodlande angreppssätt gick, dock, inte hela vägen till endast en optimal lösning, då vidare utvärdering krävs men också på grund av okända teknologiska begränsningar. Dessutom, givet cyklisters stora mångfald, kan det möjligtvis följa att det inte finns någon enskild design av den optimala kollisionsvarningen. Ett spann på fem olika lösningar presenteras därmed. Fem koncept för multimodala kollisionsvarningar presenteras där varje variant uttrycker fara och kritiskhet på olika sätt. Vissa är statiska i typ, medan andra verkar mer kontinuerligt och dynamiskt. Det antogs att kollisionsvarningar sker sällan. Olika designtekniker och motiveringar har använts, ibland i kombination med varandra, för att skapa kollisionsvarningar vars avsikter omedelbart förstås: normer inom design och kultur gällande ljud; uttalad kommunikation i form av tal; anspråk på människors biologiska intuition via hotfulla och djurliknande klangfärger; dynamisk och procedurellt genererad feedback; multimodal effektfullhet; korsmodal känsla av grova texturer; size-sound symbolism för att antyda ‘storhet;’ samt de naturligt aktiverande egenskaperna hos looming sounds.
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O'Hara, Christiane Rose. "Effects of chainring design on performance in competitive cyclists." DigitalCommons@CalPoly, 2011. https://digitalcommons.calpoly.edu/theses/625.
Full textAbstract:
The development of noncircular chainrings to improve cycling performance has been in progress since the 1980’s and continues apace. The aim of this study was to compare performance time and physiological responses in cycling using a standard circular chainring versus a noncircular chainring developed in 2005: the Rotor Q-Ring. Eight competitive male cyclists were pre-tested using the original circular chainrings and also on the initial week of testing. The intervention consisted of cycling with Rotor Q-Rings for four weeks. Post-testing occurred with the original chainrings for the final week of testing. Testing consisted of a maximal or submaximal graded exercise test followed by a 1 k time trial. Oxygen consumption, carbon dioxide output, heart rate, ventilation, respiratory exchange ratio, and perceived exertion were continuously measured during the tests. Blood lactate concentration was measured during the last 30 s of each three minute stage. Five minutes after the submaximal test, participants performed an “all out” 1 k trial for time as well as maximum and average power. The main findings were: 1) Participants were on average 1.6 seconds faster in the 1 k time trial with Rotor Q-Rings compared to a circular chainrings. 2) There was a significant increase in average power (26.7 watts) and average speed (0.7 kph) during the 1 k time trial with Rotor Q-Rings. 3) Oxygen consumption (during weeks 2-4) and heart rate (weeks 1-3) were significantly lower with Rotor Q-Rings during submaximal testing when compared to circular chainrings. However, in contrast to our hypotheses no benefits were observed for other submaximal dependent measures (i.e., CO2, VE, RER, RPE, GE, DE, and lactate).
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Cole, Christie. "Air pollution exposure and subclinical health impacts in commuter cyclists." Thesis, University of British Columbia, 2014. http://hdl.handle.net/2429/50243.
Full textAbstract:
Background:
Cycling is a form of active transportation, resulting in health benefits via increased physical activity. Less is known of traffic-related air pollution exposures and the resulting physiological responses experienced by urban commuter cyclists. The aim of this study was to measure systemic inflammation and lung function changes amongst cyclists by comparing responses between high and low- air pollution routes.
Methods:
Male and female participants (n = 38) rode an instrumented bicycle for approximately 1- hour along a Residential and a Downtown designated bicycle route in a randomized crossover trial during the summer and fall of 2010 and 2011. Heart rate, power output, location and particulate matter air pollution (PM₁₀, ₂₅, and ₁ and particle number concentration [PNC]) were measured at 6- second intervals during trials. Endothelial function [RHI], lung function, and blood measurements of C-reactive protein [CRP], Interleukin-6 [IL-6], and 8-hydroxy-2’-deoxyguanosine [8-OHdG] were assessed within one hour pre- and post-trial. A subset of 23 participants each completed a post-ride cycle ergometer minute ventilation (V̇E) measurement to estimate air pollution intake, based on heart rate measurements.
Results:
Geometric mean (GM) PNC exposures and intakes were higher along the Downtown (GM exposure = 16 226 particles/cm³; intake = 4.54 x 10¹⁰ particles) compared to the Residential route (GM exposure = 10 011 particles/cm³; intake = 3.13 x 10¹⁰ particles). The mean V̇E cycling: rest ratio was 3.0. In linear mixed-effect regression models, post-cycling RHI was 22% lower following the Downtown route compared to the Residential route (RHI of -0.38, 95% CI of -0.75 to -0.02), but this was not associated with exposure or intake of measured air pollutants. IL-6 and 8-OHdG levels increased after cycling trials along the Downtown route, but no significant association was found with PNC exposure or intake in mixed effect models.
Conclusions:
Although air pollution exposures and intakes were higher along the Downtown route and RHI was significantly decreased following trials on this route, this decrease was not associated with air pollution exposure or intake. This suggests other drivers of systemic inflammation related to cycling on the Downtown route may have been responsible for the observed association.Medicine, Faculty of
Population and Public Health (SPPH), School of
Graduate
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Tengattini, Simone. "Physical characterisation of urban cyclists for advanced bicycle travel models." Thesis, University of British Columbia, 2017. http://hdl.handle.net/2429/61208.
Full textAbstract:
The full abstract for this thesis is available in the body of the thesis, and will be available when the embargo expires.Applied Science, Faculty of
Civil Engineering, Department of
Graduate
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Salomonsson, Flockhart Mikael. "Muscle glycogen depletion and resynthesis in highly trained male cyclists." Thesis, Gymnastik- och idrottshögskolan, GIH, Institutionen för idrotts- och hälsovetenskap, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:gih:diva-1860.
Full textAbstract:
Aim The aim of this study was to establish a method to create a difference between groups in muscle glycogen content as well as to investigate the effect of training in low muscle glycogen state on metabolic and physiological parameters. Method During two trials, a subject group of ten highly trained male road or mountain bike cyclists ((mean±SD) age, hight, body weight, VO2max, and VO2max·kg-1 was 28±5 years, 74.7±6.3 kg, 183±6 cm, 4876±332 mL min-1, 64.4±2.8 mL·kg-1 min-1), performed a glycogen depletion exercise followed by a night’s rest and a second exercise session. In the study, which was a crossover design, the subjects were randomly chosen to perform the first trial on a carbohydrate rich diet or a diet with no of carbohydrates. All the testing was performed on a Monark 839E ergometer bike and muscle biopsy sampling was collected before depletion exercise, before the exercise the following day and three hours post exercise. Plasma FFA and glucose was analyzed from venous blood collected at rest. Results Muscle glycogen pre depletion exercise was 623±180 and 645±133 mmol·kg dw-1 glycosyl units for non-CHO and CHO trials respectively. The depletion exercise followed by 13 hours of rest resulted in a significant decrease in muscle glycogen in the non-CHO (p<0.0001), and CHO trials (p<0.01) to 166±71 and 478±111 mmol·kg dw-1 respectively. In the non-CHO trial net glycogen depletion correlated positively with pre depletion glycogen storage. After the completion of exercise 2 and the following three hour rest period, glycogen content in non-CHO and CHO-trial was 130±52 and477±97 mmol·kg dw-1, respectively. In low glycogen state, the non-CHO trial resulted in an increase in FFA measured in blood plasma at rest and in an increase in Borg rating of perceived exertion (RPE) as well as a reduction in blood glucose during exercise. Conclusion The protocol used in the present study was successful in creating a difference in muscle glycogen storage and training in low glycogen state was associated with an increase of several physiological parameters indicating a possible impairment of endurance exercise performance.Syfte Syftet med denna studie var att skapa en metod för att åstadkomma skillnader i muskelglykogen samt observera den akuta effekten av träning med låga muskelglykogennivåer på metabola och fysiologiska parametrar. Metod Vid två tillfällen fick tio vältränade mountainbike- eller landsvägscyklister ((medel±SD) ålder, längd, kroppsvikt, VO2max och VO2max·kg-1 var 28±5 years, 74,7±6,3 kg, 183±6 cm, 4876±332 mL min-1, 64,4±2,8 mL·kg min-1) genomföra ett träningspass i syfte att tömma muskelglykogendepåerna följt av en natts vila och sedan ett andra träningspass. Studien följde ett randomiserat crossover-upplägg och det ena försökstillfället genomfördes med en diet hög på kolhydrater och det andra tillfället med en diet utan kolhydrater (CHO). All testning genomfördes på en Monark 839E ergometer och muskelbiopsier togs före tömningspass, efter en natts vila före det andra träningspasset och tre timmar efter det andra träningspasset. Venösa blodprov togs i vila före biopsitagning för analys av plasma FFA och glukos. Resultat Koncentrationen av muskelglykogen före tömningspasset var 623±180 and 645±133 mmol·kg dw-1 vid försök utan respektive med CHO. Tömningspasset och 13 timmars vila resulterade i en signifikant minskning av muskelglykogen vid försök utan CHO (p<0.0001), och med CHO (p<0.01) till 166±71 och 478±111 mmol·kg dw-1. Nettominskningen av muskelglykogen vid tömningspasset utan CHO korrelerade positivt med glykogenkoncentration före tömning Efter genomförande av det andra träningspasset och tre timmars efterföljande vila var muskelglykogenmängden vid försöken utan CHO och med CHO 130±52 och477±97 mmol·kg dw-1. Vid träning med lågt muskelglykogen fanns det en kraftig ökning av fria fettsyror i blod vid vila och under arbete noterades en ökning skattning av Borg subjektivt skattad ansträngning (RPE) samt en sänkning av blodglukos. Slutsats Protokollet som användes i denna studie skapade framgångsrikt en minskning av muskelglykogen och träning med låga glykogennivåer kunde sammankopplas med flera fysiologiska parametrar som indikerar en möjlig sänkning av prestationsförmåga under uthållighetsarbete.
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Gerstner, Ludwig. "The effect of plyometric training on the performance of cyclists." Thesis, Stellenbosch : Stellenbosch University, 2007. http://hdl.handle.net/10019.1/21662.
Full textAbstract:
Thesis (MSpor)--University of Stellenbosch, 2007.ENGLISH ABSTRACT: The purpose of this study was to determine the effect of plyometric exercise training on the aerobic and anaerobic capacities of well-trained cyclists. Twenty male competitive cyclists (age: 24 ± SD 5 years, height: 180 ± SD 6 cm and body mass: 77 ± SD 6 kg), including 12 mountain bikers and eight road cyclists were randomly divided into an experimental (n = 13) and a control group (n = 7). Testing included kinanthropometric measurements, vertical jump test, bench pull test, maximal aerobic capacity test, indoor 5-kilometer time trial (TT), anaerobic capacity test (30-second Wingate test) and an outdoor 4.4-kilometer time trial (field test). The plyometric training program had no statistically significant effect on the maximal aerobic capacity, anaerobic capacity, time trial performance (laboratory and field) and vertical jump performance of the experimental group. Selected outcome variables, i.e. VO2max, PPO and MP during the Wingate test and time to complete the laboratory TT, bordered on statistical significance. The experimental group significantly improved their upper body strength. There was also a strong correlation between the outdoor TT and upper body strength (r = 0.72). Although the plyometric training program did not significantly improve the performance of the cyclists, indications were that the experimental group improved their anaerobic power and upper body strength. One previous study in the literature suggested that the effects of a plyometric training program may only become evident a few weeks after completion of the program. It is therefore possible that the cyclists in this study would have experienced the benefits of plyometric training only later, i.e. closer to the competition season when the aim of their training program is to improve power and speed.
AFRIKAANSE OPSOMMING: Die doel van die studie was om te bepaal wat die effek van pliometriese oefeninge is op die aërobiese en anaërobiese vermoëns van goed ingeoefende fietsryers. Twintig kompeterende mans fietsryers, (ouderdom: 24 ± SD 5 jaar, lengte: 180 ± SD 6 cm en gewig: 77 ± SD 6 kg), was ewekansig ingedeel in of ‘n eksperimentele (n = 13) of ‘n kontrole groep (n = 7). Die groep sluit twaalf bergfietsryers en agt padfietsryers in. Kinantropometriese metings, vertikale spronghoogte, ‘n bolyf kragtoets (“bench pull test”), ‘n maksimale aërobiese uithouvermoë toets, ‘n binneshuise 5-kilometer tydtoets (TT), ‘n anaërobiese kapasiteit toets (30-sekonde Wingate toets) en ‘n buitemuurse 4.4-kilometer tydtoets (veldtoets) was voltooi gedurende die toetsperiode. Die pliometriese oefenprogram het geen statisties betenisvolle effek op maksimale aërobiese kapasiteit, anaërobiese kapasiteit, tydtoets prestasie (laboratorium en veld) of op vertikale spronghoogte van die eksperimentele groep gehad nie. Spesifieke uitkomsveranderlikes, soos VO2maks, piek en gemiddelde kraguitset gedurende die Wingate toets, en die tyd wat dit geneem het om die laboratorium tydtoets te voltooi, het gegrens aan ‘n statistiese betekenisvolle verbetering in die eksperimentele groep. Die eksperimentele groep het ‘n betekenisvolle verbetering getoon in hul bolyfkrag na die intervensie. Daar was ook ‘n sterk verband tussen die veld tydtoets en die bolyfkrag in die eksperimentele groep (r = 0.72). Hoewel die pliometriese oefenprogram nie die prestasie van die fietsryers betekenisvol verbeter het nie, het dit tekens van verbetering in die eksperimentele groep se anaërobiese en bolyfkrag getoon. ‘n Vorige studie het voorgestel dat ‘n pliometriese inoefeningsprogram slegs na ‘n paar weke na die intervensie ‘n effek sal toon in prestasie. Daarom is dit moontlik dat die fietsryers in die studie die voordele van pliometriese oefeninge eers later ervaar het, nader aan die kompetisiefase wanneer die doel van die oefenprogram is om spoed en krag te verbeter.
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Kubukeli, Zuko N. "Training techniques to improve cycling performance in well-trained cyclists." Doctoral thesis, University of Cape Town, 2001. http://hdl.handle.net/11427/2756.
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Munoz, Kathryn Anne 1963. "Iron patterns of competitive female cyclists living in Tucson, Arizona." Thesis, The University of Arizona, 1989. http://hdl.handle.net/10150/277212.
Full textAbstract:
Iron status and dietary iron intake were examined in thirteen non-anemic menstruating competitive female cyclists training greater than 150 miles/week. Serum ferritin was 37.6 ± 49.1 ng/ml (mean ± SD), iron stores were 241 ± 92 and serum iron was 124.0 ± 64. Four subjects (30.8%) presented with iron deficiency, 30.7% had iron stores less than zero mg and 23.1% had iron stores less than -100 mg. Mean energy intake was 1625 ± 376 Kcal. Mean total iron intake (food + multivitamins) was 18.8 ± 6.9 mg/day, and absorbable iron intake was 1.5 ± 1.2 mg/day. Seven athletes (47%) consumed less than the RDA (18 mg/day) while 73% (11) consumed less than 1.8 mg/day of absorbable iron. The results suggest that insufficient iron intake, either total or absorbable, contributes to a high prevalence of iron deficiency among female cyclists.
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Bullas, Alice May. "The importance of complex anthropometrics in the assessment of cyclists." Thesis, Sheffield Hallam University, 2017. http://shura.shu.ac.uk/20986/.
Full textAbstract:
The description and analysis of body dimensions is vital, not merely to monitor training, performance and talent identification, but to understand the evolution and development of sport. Recent literature suggested that complex anthropometrics, such as volume and area, can identify changes in body size and shape that might otherwise go unnoticed by simple anthropometrics as well as providing a more realistic representation of the body. The aim of this programme of doctoral study was to determine the importance of complex anthropometrics in the kinanthropometric assessment of cyclists. Stereo photogrammetry imaging was identified as the most suitable method of acquiring simple and complex anthropometrics. Validation of a stereo photogrammetry imaging system - 3dMDbody5 - was conducted using validation objects (precision engineered cylinders) and human participants, to determine the system's accuracy, repeatability and agreement with manual measurement methods. These investigations suggested the 3dMDbody5 system to be capable of detecting differences greater than 0.67 cm in girths, 0.48 cm2 in cross sectional areas, 67.85 ml in volumes and 0.99 cm2 in surface areas. In addition, the system demonstrated strong agreement with manual measurements, within that required by established industry standards (ISAK and ISO). Consequently, the 3dMDbody5 system was deemed suitable for use in subsequent investigations. Using the 3dMDbody5 imaging system a series of investigations were conducted to examine the importance of complex anthropometrics in the lower body kinanthropometric assessment of cyclists. First, in a descriptive context, an investigation into the extent to which simple and complex anthropometrics can distinguish between non-cyclists and cyclists from different disciplines was conducted. Second, in an applied context, the extent to which simple and complex anthropometrics explained the variance in peak power output was investigated. Third, in a longitudinal context, the anthropometrics and peak power output of a group of cyclists were monitored over the course of a power based training phase. This was to assess if changes in peak power output related to changes in anthropometrics and the extent to which simple and complex anthropometrics identified morphological change. The findings of these investigations provide a more detailed understanding of the lower body anthropometrics of cyclists. Moreover, demonstrating that in descriptive, applied and longitudinal kinanthropometric assessment of cyclists complex anthropometrics complement simple anthropometrics, and in some cases distinguished differences / changes that are unidentifiable through simple anthropometrics alone.
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Peterlana, Elena. "Stockholm’s Engine of Change: Cyclists Remaking Themselves and Their City." Thesis, Uppsala universitet, Institutionen för geovetenskaper, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-388306.
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Today we are experiencing an urbanization process at a speed never acknowledged before. With mobilityaccounting for a considered share of the environmental impact of these expanding urban ecosystems, the bicycleassumes an increasing fundamental role in the framework of sustainable development. However, despite gainingrecognition as valuable sustainable transportation alternative, it is still marginalized within a current car-centeredsociety. Collective action around cycling has therefore started to mobilize in order to defend cyclists’ interestsand needs. Yet, there is still limited research on its role on affecting urban development, as well as on its impacton the people who engage in such action. This thesis aims to fill this research gap by focusing on how collective action around cycling has shaped city andpersons. First of all, the collective action framework has been delineated by building on different authorscontributions: in this thesis, collective action has then been defined as an action of the collectivity for thecollectivity through the efforts of both single individuals and organized groups. Three sub-questions haveconsequently been investigated: how collective action changed its own practitioners, transforming theircapabilities and self-perceptions; how collective action has been shaped itself by cyclists group identity; and howsuch action has impacted the development of the city of Stockholm, taken as case study. The methods appliedinclude a literature review to provide relevant background, followed by a qualitative research based on semi-structured interviews. The informants involved were selected based on their engagement in the collective actionof the Stockholm scene, taken as case study due to its rather rapid process and quest in becoming a more bikeablecity. By analyzing their experiences and answers, the study results provide a new perspective on the impact ofcollective action, focusing in particular on the way group identification can strengthen and direct this engagementand on how the latter has contributed to a more personal development of its practitioners. The results build up on and also confirm previous findings in relation to dynamics typical of collective action andgroup identity, applying a more case-related perspective. In regard to its practitioners, collective action has beenfound to have an impact by enhancing a feeling of empowerment, freedom and community, affecting also non-practitioners and benefiting the society as a whole. Group identification resulted to play a significant role inshaping the different kinds of engagement, for example by focusing on contrasting the car hegemony within theurban system; however, consistent differences were found between high and low identifiers. For what concernsthe urban development of Stockholm, collective action has been found to have shaped the city in regards toinfrastructure, policies and organization, thanks to a growing network and political engagement of different actorsand organizations. The deriving increased awareness and recognition represent a core starting point for theachievement of future goals.
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Leib, Daniel J. "The effects of cleat placement of muscle mechanics and metabolic efficiency in prolonged sub-maximal cycling." CardinalScholar 1.0, 2008. http://liblink.bsu.edu/uhtbin/catkey/1427389.
Full textAbstract:
This study quantified the changes in pedaling mechanics and energy expenditure accompanying a posterior shift in cleat placement during prolonged cycling. Six male competitive cyclists participated. Each subject was asked to complete two separate hour long rides using traditional cleat placement and a novel heel placement, respectively. Expired gasses, kinematics, and EMG from 7 lower limb muscles were collected at three time intervals during each ride. No significant difference in O2 utilization was seen (p=0.905). A significant difference was seen in sagittal plane knee angle (p=0.008) and angular velocity (p=0.003) in the heel condition, demonstrating a more extended knee and lower peaks in angular velocity. Musculo-tendon kinematic data showed no differences. Tibialis anterior (TA) iEMG was higher in the heel condition, and SOL and TA showed differences in timing between conditions. These results demonstrate changes in ankling patterns and knee joint kinematics as adaptations to heel pedaling.School of Physical Education, Sport, and Exercise Science
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Lindsay, Angus. "The effect of beta-alanine supplementation on aerobic and anaerobic capacity in trained cyclists." Thesis, University of Canterbury. Biological Sciences, 2011. http://hdl.handle.net/10092/5755.
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Beta-alanine supplementation has been shown to increase skeletal muscle carnosine concentration resulting in the delay of neuromuscular fatigue and an increased aerobic and anaerobic capacity. The current study investigated the effects of beta-alanine supplementation on aerobic and anaerobic capacity in trained cyclists. Fourteen highly-competitive (sprint, endurance, road and track) cyclists underwent an 8 week 6.4g/day protocol (beta-alanine and maltodextrin). Pre and post supplementation testing included a VO₂max test (familiarization and characterization), maximum aerobic power test (aerobic capacity), and 30s wingate anaerobic test (anaerobic capacity). Aerobic capacity parameter measures included aerobic and anaerobic thresholds, and maximum aerobic power, while anaerobic capacity parameters included fatigue index, average power, peak power, watts per kilogram, and final lactate concentration.
There was a lack of change in aerobic and anaerobic capacity parameters post supplementation for both groups. Assuming an increase in skeletal muscle carnosine concentration, results suggest 8 weeks 6.4g/day beta-alanine does not increase aerobic and anaerobic capacity in trained cyclists. This lack of change has 3 potential explanations; carnosines’ physicochemical H⁺ buffering ability was not substantially elevated to prevent muscular fatigue via acidosis, pH decrease is only one limiting factor in aerobic and anaerobic capacity, or other factors (neuromuscular junction failure, contractile failure, substrate depletion, metabolite accumulation, oxidative stress) influence muscular fatigue.
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Anderson, Gregory Steven. "The relationship between excess CO2 and blood lactate in elite cyclists." Thesis, University of British Columbia, 1988. http://hdl.handle.net/2429/28534.
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This study examined the relationship between expired non-metabolic CO₂ (EX CO₂) and the accumulation of blood lactate, while emphasis was placed on the ventilatory (EX CO₂ and VE/VO₂) and lactate threshold relationship. Twenty-one elite cyclists (15 males, 6 females) performed a progressive intensity bicycle ergometer test (PIT) during which ventilatory parameters were monitored on-line at 15 second intervals, and blood lactate sampling occured on each minute. Threshold values were determined for each of the three indices; excess CO₂ (EXTT), VE/V0₂ (VVTT), and blood lactate (LATT). The three threshold values (EXTT, VVTT, LATT) all correlated significantly (P<0.001) when each was expressed as an absolute VO₂ (1/min). A significant RM ANOVA (F=8.41, P<0. 001) and post hoc correlated t-tests demonstrated significant differences between the EIXTT and LATT (P<0.001) and the EXTT and VVTT values (P<0.025).
The LATT occured at an average blood lactate concentration of 3.35 mmol/1, while the mean expired excess CO₂ volume at the EXTT was 14.04 ml/kg/min. Over an 11 minute range across the threshold values (EXTT and LATT), which were used as relative points of reference, the expired EXC02 volume (ml/kg/min) and blood lactate concentration (mmol/1) correlated significantly (r=0. 69, P<0. 001). Higher individual correlations over the same period of time Curriculum and Pedagogy (EDCP), Department of
Graduate
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Smith, Mark F. "The physiological evaluation of 40-km time trial performance in cyclists." Thesis, University of Kent, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.405987.
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Adam, Jennifer, Matthias Oehmichen, Eva Oehmichen, Janine Rother, Ulrike Maria Müller, Thomas Hauser, and Henry Schulz. "Reliability of the calculated maximal lactate steady state in amateur cyclists." Universitätsbibliothek Chemnitz, 2015. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-165455.
Full textAbstract:
Abstract provided by Publisher
Complex performance diagnostics in sports medicine should contain maximal aerobic and maximal anaerobic performance. The requirements on appropriate stress protocols are high. To validate a test protocol quality criteria like objectivity and reliability are necessary. Therefore, the present study was performed in intention to analyze the reliability of maximal lactate production rate (VLamax) by using a sprint test, maximum oxygen consumption (VO2max) by using a ramp test and, based on these data, resulting power in calculated maximum lactate-steady-state (PMLSS) especially for amateur cyclists. All subjects (n=23, age 26 ± 4 years) were leisure cyclists. At three different days they completed first a sprint test to approximate VLamax. After 60 min of recreation time a ramp test to assess VO2max was performed. The results of VLamax-test and VO2max-test and the body weight were used to calculate PMLSS for all subjects. The intra class correlation (ICC) for VLamax and VO2max was 0.904 and 0.987, respectively, coefficient of variation (CV) was 6.3 % and 2.1 %, respectively. Between the measurements the reliable change index of 0.11 mmol∙l-1∙s-1 for VLamax and 3.3 ml∙kg-1∙min-1 for VO2max achieved significance. The mean of the calculated PMLSS was 237 ± 72 W with an RCI of 9 W and reached with ICC = 0.985 a very high reliability. Both metabolic performance tests and the calculated PMLSS are reliable for leisure cyclists.
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Schleinitz, Katja. "Cyclists’ road safety - Do bicycle type, age and infrastructure characteristics matter?" Doctoral thesis, Universitätsbibliothek Chemnitz, 2016. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-203543.
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In den letzten Jahren hat die Verbreitung von Elektrofahrrädern, sogenannten Pedelecs, stark zugenommen. Dies ist vor dem Hintergrund der Umweltfreundlichkeit und Gesundheitsförderlichkeit dieser Form der Fortbewegung zunächst grundsätzlich positiv zu bewerten. Gleichzeitig besteht jedoch die Sorge, dass Elektrofahrradfahrer häufiger und in schwerere Unfälle verwickelt werden könnten als Fahrradfahrer. So bieten motorgestützte Elektrofahrräder das Potential, höhere Geschwindigkeiten zu erreichen als konventionelle Fahrräder, und werden zudem vor allem von älteren Verkehrsteilnehmern genutzt. Nicht zuletzt deswegen könnten sich durch diese neue Mobilitätsform auch neue Herausforderungen für die Verkehrs-, insbesondere Radinfrastrukturen ergeben. Tatsächlich jedoch blieben die Auswirkungen auf die Verkehrssicherheit bisher weitestgehend ungeklärt. Um dieser Problematik zu begegnen, wurde im Rahmen einer Naturalistic Cycling Studie (NCS) und mehreren experimentellen Untersuchungen folgenden Fragen nachgegangen: Fahren Elektrofahrradfahrer tatsächlich schneller als nicht-motorisierte Radfahrer? Wie wirken sich diese potentiell höheren Geschwindigkeiten darauf aus, wie Elektrofahrradfahrer von Autofahrern wahrgenommen werden? Welchen Einfluss hat das Alter der Radfahrer auf die Geschwindigkeiten und auch auf deren Neigung zu Unfällen bzw. sicherheitskritischen Situationen im Verkehr? Und welchen Einfluss hat die Infrastruktur auf die gewählten Geschwindigkeiten und die Auftretenshäufigkeit von kritischen Situationen? Diese und weitere Fragen wurden in insgesamt vier Arbeiten, die in internationalen Fachzeitschriften publiziert sind (I - IV), beleuchtet. Im ersten Artikel werden die Geschwindigkeiten von Fahrradfahrern (n = 31) im Gegensatz zu Pedelecfahrern (n = 49; Motorunterstützung bis 25 km/h) sowie S-Pedelecfahrern (n = 10; Motorunterstützung bis 45 km/h) betrachtet. Als Einflussgrößen wurden das Alter und die Nutzung verschiedener Infrastrukturtypen der Probanden ausgewertet. Alle Räder wurden mit einem Datenaufzeichnungssystem inklusive Kameras und Geschwindigkeitssensoren ausgestattet, um für vier Wochen ein Bild des natürlichen Fahrverhaltens zu erhalten. Unabhängig von der Infrastruktur waren S-Pedelecfahrer schneller unterwegs waren als Fahrrad- und Pedelecfahrer. Pedelecfahrer fuhren ebenfalls signifikant schneller als konventionelle Fahrradfahrer. Die höchsten Geschwindigkeiten wurden für alle Radtypen auf der (mit dem motorisierten Verkehr geteilten) Fahrbahn sowie der Radinfrastruktur gemessen. Das Alter der Fahrer hatte ebenfalls einen signifikanten Einfluss auf die Geschwindigkeit: Unabhängig vom Fahrradtyp waren ältere Fahrer (65 Jahre und älter) deutlich langsamer als Probanden jüngerer Altersgruppen (41-64 Jahre sowie 40 Jahre und jünger). Die beiden jüngeren Altersgruppen fuhren selbst ohne Motorunterstützung (konventionelles Fahrrad) schneller als die älteren Pedelecfahrer. Genauere Analysen (wie etwa das Verhalten beim Bergabfahren) legen nahe, dass dieser Befund nicht allein der physischen Leistungsfähigkeit zugeschrieben werden kann. Es scheint vielmehr so, als ob ältere Fahrrad- und Elektroradfahrer durch die geringere Geschwindigkeit versuchen, Defizite in der Reaktionsgeschwindigkeit auszugleichen bzw. generell vorsichtiger fahren. Der zweite Artikel beschäftigt sich mit der Frage, inwieweit sich die Art und Häufigkeit von Unfällen und kritischen Situationen bei den drei verschiedenen Altersgruppen unterscheiden. Auch hier wurde auf die Daten aus der NCS zurückgegriffen, auf deren Basis eine umfassende Videokodierung durchgeführt wurde. Es zeigten sich keine Unterschiede zwischen den Altersgruppen hinsichtlich des Auftretens kritischer Situationen; weder in Bezug auf die absolute Anzahl, noch gemessen an der relativen Häufigkeit (pro 100 km). Ebenfalls keine Zusammenhänge fanden sich zwischen dem Alter der Fahrer und der Art von Konfliktpartnern oder der Tageszeit der kritischen Situationen. Auch hier scheint es so, dass Ältere keinem erhöhten Risiko unterliegen, und etwaige altersbedingte Einschränkungen kompensieren können. Bei der Betrachtung des Einflusses des Infrastrukturtyps auf das Auftreten von kritischen Situationen zeigte sich, dass, bezogen auf die zurückgelegten Wegstrecken, die Nutzung der mit dem motorisierten Verkehr geteilten Fahrbahn als relativ sicher einzustufen ist. Demgegenüber ergab sich ein erhöhtes Risiko für Unfälle oder kritische Situationen auf designierter Radinfrastruktur. Dies widerspricht der Wahrnehmung vieler Radfahrer, die diese Infrastruktur als besonders sicher empfinden. Es ist allerdings anzunehmen, dass diese Wahrnehmung nicht nur auf der vermeintlichen Auftretenshäufigkeit, sondern auch auf dem angenommenen Schweregrad einer möglichen Kollision beruht. Zwei weitere Artikel beschäftigen sich damit, wie Autofahrer die Geschwindigkeit beziehungsweise die Annäherung von Elektrofahrrädern wahrnehmen. Dies ist insbesondere in Kreuzungssituationen relevant, in denen Autofahrer abschätzen müssen, ob sie noch rechtzeitig vor einem Fahrrad abbiegen können ohne mit diesem zu kollidieren. Es wurde vermutet, dass die fehlende Erfahrung mit Elektrofahrrädern und der von ihnen erreichbaren Geschwindigkeit vermehrt zu entsprechenden Unfällen führen könnte. Der Frage wurde mit einem Experiment zur Lückenakzeptanz auf der Teststrecke (Artikel III) und einer Videostudie zu Schätzungen von Zeitlückengrößen (Artikel IV) nachgegangen. Es zeigte sich, dass Autofahrer die verbleibende Zeit bis zur Kollision für Elektrofahrradfahrer geringer einschätzten als für konventionelle Radfahrer. Zudem wählten Autofahrer bei einem herannahenden Elektrofahrrad signifikant kleinere Zeitlücken zum Abbiegen, als bei einem konventionellen Fahrrad. Dieser Effekt verstärkte sich sogar noch, wenn die Geschwindigkeit des herannahenden Zweirades zunahm. Diese Befunde legen nahe, dass die Einschätzung der Geschwindigkeit beziehungsweise Annäherung von Elektrofahrrädern durchaus risikobehaftet ist. Die Ergebnisse dieser Arbeit helfen dabei, die Auswirkungen der steigenden Verbreitung von Elektrofahrrädern auf die Verkehrssicherheit einzuschätzen. Auch erlauben es die Erkenntnisse, Maßnahmen zur Erhöhung der Verkehrssicherheit für Fahrrad- und Elektrofahrradfahrern aller Altersgruppen abzuleiten. Damit leistet diese Arbeit einen Beitrag zur Unterstützung einer sicheren, gesunden und umweltfreundlichen MobilitätElectric bicycles (e-bikes) are a relatively new form of transport. The aim of this dissertation is to investigate their effects on road safety. In 2012, at the beginning of this dissertation project, knowledge of e-bikes in general and their impact on road safety in particular was relatively scarce. As a starting point of this work, the influence of e-bikes on road safety was investigated compared relative to the road safety of conventional bicycles. Additionally, the influence of the age of the rider on safety is considered as a supplementary factor. Special attention is paid to the impact of the infrastructure utilised by riders and its characteristics. This cumulative dissertation consists of four research articles, labelled Paper I to IV accordingly. Papers I to IV have been published in peer reviewed journals. The synopsis provides an overview of previous research as well as a theoretical framework of the safety of cyclists and e-bike riders. Speed, and its perception through other road users (measured with experiments to gap acceptance and time to arrival (TTA) estimates) are considered as relevant factors for road safety. In Chapter 4, the research objectives are presented in detail. The methodology is clarified in Chapter 5, and in Chapter 6 and 7 the results are summarised and discussed. The implications of the results are considered in Chapter 8. In Paper I, the differences in speed between bicycles, pedelecs (pedal electric cycle, motor assistance up to 25 km/h) and S-pedelecs (pedal electric cycle, motor assistance up to 45 km/h) were investigated. Additionally the influence of infrastructure type, road gradient and the age of the rider were taken into account. Paper II is concerned with the influence of different conflict partners in crashes, and the utilisation of infrastructure on the safety of cyclists. For this purpose, safety critical events (SCE) involving cyclists were examined, with a special focus on the differences between younger, middle aged, and older cyclists. Papers III and IV focus on the perception of speed of e-bike and bicycle riders through other road users and its implications for road safety. Paper III specifically deals with the gap acceptance of car drivers at intersections in the presence of cyclists and e-bike riders with different speeds and under varying conditions (e.g. at intersections with different road gradients). Paper IV looks at drivers TTA estimates of approaching bicycles and e-bikes in combination with other influencing factors (e.g. speed, cyclist age)
46
Marsden, Mandy. "The epidemiology and risk associated with lower back pain in cyclists." Master's thesis, University of Cape Town, 2009. http://hdl.handle.net/11427/12114.
Full textAbstract:
Includes abstract.Includes bibliographical references (leaves 89-98).
Aims of this thesis: the research reported in this thesis consists of a literature review and two research parts. In the first research part, a descriptive cross-sectional survey was conducted, to investigate 1) the epidemiology and 2) the nature of LBP in cyclists, and 3) possible risk factors associated with LBP in cyclists. In the second research part, a case control study was conducted, to investigate the association between LBP in cyclists and 1) flexibility and 2) anthropometric measurements, and 3) bicycle set-up parameters.
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Devlin, Tate Bross. "The Influence of Body Composition on Cadence Efficiency in Competitive Cyclists." Miami University / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=miami1470146734.
Full text
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Metcalfe, Alan J. "The performance analysis of power output in professional male road cyclists." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2017. https://ro.ecu.edu.au/theses/1970.
Full textAbstract:
Athletes regularly monitor exercise workload in an attempt to improve and maintain exercise performance. Within road cycling, workload is commonly measured using power output. Yet, it is plausible that power output during road cycling is influenced by several factors such as topography, road gradient or rider specialities. If these factors do influence power output they may influence quantification of workload demands. As such, the purpose of this thesis was to improve our understanding of external workload in professional road cycling and describe the factors which influence power output during performance analysis. Specifically, this thesis examined the power output within single stage (1 day, Study One) and multi-stage races (4-21 days, Study Two, Three and Four). The within seasonal changes in power output of professional cyclists were also examined (Study Five).
Study One calculated the frequency distribution of maximal power output (POpeak) values during road cycling events over different topography categories and analysed the power output 600 s prior to POpeak using a new time series analysis called changepoint. Changepoint estimated the four largest statistical changes in power output to find distinct segments. Seven professional male road cyclists (mean ± SD: age 29.5 ± 2.8 y, mass 69.7 ± 5.5 kg, height 182 ± 5 cm) participated in Study One and were all members of a single professional cycling team. It was found that a greater frequency of POpeak values (54%) occurred during flat stages in the final 80 to 100% of race time compared with the previous 0 to 80% race time. Using changepoint, power output was lower (P <0.05) in segment four compared with POpeak in all topography categories (flat: 235 vs. 823 W, semi-mountainous: 157 vs. 886 W and mountainous: 171 vs. 656 W). These results demonstrate that POpeak values occur at differing time points depending on the topography category and that changepoint demonstrated its ability to analyse power output data. Study Two calculated the maximal mean power (MMP) of professional cyclists from grand tour events. The MMP was examined across various topographies and rider specialities. Study Two also examined the percentage of race time spent in different power output bands between topographies, road gradients and rider specialities. Thirteen male professional cyclists (mean ± SD: age 25 ± 3 y, mass 69 ± 7.5 kg, height 178 ± 0.5 cm) participated in Study Two. MMP for durations longer than 1200 s were greater in semi-mountainous and mountainous stages, when compared with flat stages (1200 s: 5.1 ± 0.2, 5.2 ± 0.3, 4.5 ± 0.3 W·kg-1 respectively; P <0.05). Sprinters and climbers spent greater percentage of race time at a power output greater than 7.5 W·kg-1, when compared with general classification riders and domestiques (11.3, 11.4, 7.1 and 5.3%, respectively; P <0.05). A greater proportion of race time was spent at a power output above 3.7 W·kg-1 when cycling at a road gradient greater than 5% (P <0.05), compared with road gradients 0 to 5% and less than 0%. In conclusion, caution should be taken when comparing MMP between different races of varying topography or rider specialities.
It was found in Study Two that MMP differs between flat and mountainous stages. Given that critical power (CP) can be estimated from MMP values during competition it is plausible that such differences will influence CP estimation. It is also plausible that difference in MMP between flat and mountainous stages is because cyclists are able to produce greater power output uphill rather than on flat gradients. As such, Study Three examined the use of MMP in the estimation of CP when calculated from stages of differing topographies. Also, Study Three compared estimated CP from a flat (mean gradient 0.4%) and uphill (mean gradient 6.2%) field-based test. Data from thirteen professional male road cyclists (age 29 ± 4 y, height 171 ± 0.9 cm, mass 67 ± 8.2 kg) were analysed. No differences (P >0.05) were observed in estimated CP between topography categories. However, a large effects size (d = 0.8) was observed in CP between flat stages and both semi-mountainous and mountainous stages. Estimated CP was 11.6% lower in flat field-based test, compared with the uphill field-based test (5.0 vs. 5.6 W·kg-1). Study Three demonstrates a large difference between estimated CP from alternative topography categories and from two different gradient specific field-based tests. With an 11.6% difference in CP observed in Study Three between 0 and 6.2% road gradients, Study Four investigated the magnitude of change in 1 and 5 min MMP from grand tour mountain stages. Road gradients of -5% to +5% were compared chronologically from lowest to highest. Seven professional male road cyclists (age 30 ± 4 y, height 169 ± 8 cm, body mass 69 ± 9 kg) from two professional cycling teams were analysed. In total 50 mountainous stages were analysed in Study Four from grand tours between 2011 and 2016. Power output from road gradient -1% was lower (P <0.001) in both 1 and 5 MMP compared with 0% (2.4 to 3.3 and 2.2 to 3.1 W·kg-1, respectively). Power output from road gradient 1% was lower in both 1 and 5 MMP compared with 2% (3.6 to 4.2 and 3.4 to 4.1 W·kg-1; (P <0.05)). These results highlight the need to consider road gradient when using power output for cycling performance analysis.
Study Five described the within-season external workloads of professional male road cyclists for optimal training prescription. Four professional male cyclists (mean ± SD: age 24 ± 2 y, body mass 77.6 ± 1.5 kg, height 184 ± 4.3 cm) from the same professional cycling team were monitored for 12 months. Within three seasonal phases (phase one: Oct-Jan, phase two: Feb-May and, phase three: June-Sept), the volume and exercise intensity during training and racing was measured. Total distance (3859 ± 959 vs 10911 ± 620 km) and time (240.5 ± 37.5 vs 337.5 ± 26 h) was lower (P <0.01) in phase one compared with phase two, respectively. Total distance decreased (P <0.01) from phase two compared with phase three (10911 ± 620 vs 8411 ± 1399 km, respectively). Mean absolute (236 ± 12.1 vs. 197 ± 3 W) and relative (3.1 ± 0 vs. 2.5 ± 0 W·kg-1) power output was higher (P <0.05) during racing compared with training, respectively. These results highlight the importance in acknowledging the difference in volume and intensity changes during a season.
In conclusion, this thesis demonstrates that cycling power output is affected by multiple factors including topography, road gradient and a rider’s speciality. Caution should be taken when interpreting cycling performance analysis using power output measures such as MMP and CP.
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Lee, Hamilton, and n/a. "Competitive mountain bike and road cycling: physiological characteristics of athletes and demands of competition." University of Canberra. Health Sciences, 2003. http://erl.canberra.edu.au./public/adt-AUC20050523.110406.
Full textAbstract:
Despite many studies describing the physiological characteristics of professional road
cyclists and recent work describing the demands of competition, there is a paucity of
similar information regarding elite mountain bike (MTB) cyclists. The aim of the
present work was to describe the physiological characteristics and the demands of
competition for successful MTB cyclists relative to successful road cyclists.
Internationally competitive cyclists from both disciplines (seven MTB and seven road)
completed the following laboratory tests: anthropometric measurements, an incremental
cycle ergometer test and a 30 minute laboratory time trial. In addition, the power output
profile obtained in the field from a world-class MTB cyclist riding a simulated race
were compared to successful road cycling performances (placing top 3) in flat (FLAT),
semi-mountainous (SEMO), high-mountainous (HIMO), individual time trial (ITT) and
criterium (CRIT) road races.
Due to conversion problems, 6 sentences have been omitted. For full abstract, see 01front.pdf.
These results indicate that success in international MTB racing
requires high power-to-weight characteristics complemented by a light and lean
physique. MTB racing is associated with greater torque at the pedal crank, a more
constant effort with less time at lower power outputs and a higher frequency of highintensity
surges than road racing. Therefore coaches should take into account these
unique MTB racing characteristics when devising training programs for elite athletes.
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Dias-Johnson, Georgy. "The effects of concurrent training on sprint performance in moderately trained cyclists." Thesis, Gymnastik- och idrottshögskolan, GIH, Institutionen för idrotts- och hälsovetenskap, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:gih:diva-2803.
Full textAbstract:
Aim: The purpose of the present study was to compare the effects of an 8 week period of combined endurance and resistance training (concurrent training) with that of only endurance training on both maximum strength (1 RM) in the leg press test and performance in the 30 s Anaerobic Wingate Test (WANT) in moderately trained endurance cyclists. Method: Twenty male moderately trained cyclists were recruited for the investigation and were assigned to either an Endurance training group (E; n=10) or an Endurance Resistance training group (ER; n=10). Subjects underwent 8 weeks (2 training sessions per week, 16 sessions in total) of concurrent training (60 min steady state cycling session followed by 6 sets 12 repetitions of leg press) or cycling only. Furthermore the subjects of the intervention completed both Pre and Post intervention testing in the 1RM leg press and the Wingate 30 s cycle test which was conducted twice (SRM cycle sprint 1 and SRM cycle sprint 2) within each testing session. Results: The results attained from the intervention were that the ER group demonstrated an increase in concentric leg strength within the one repetition maximum (1 RM) leg press test by 18.7 % from pre-test values 339 ± 42 to post test values 402 ± 59 kg. With regard to the Wingate cycle sprints there was significant improvement from pre to post test results in peak power of cycle sprint 1 from 1019 ± 110 watt to 1077 ± 153 watt 5.7 % and cycle sprint 2 from 1001 ± 131 to 1054 ± 161 watt, 5.3 % (P < 0.05) respectively. The E group showed no significant change in l RM or the Wingate cycle sprints after training. Conclusions: The main findings of the study is that an 8-week concurrent training intervention can lead to significant concentric strength gains in 1 RM leg press development and increased peak power within the Wingate 30 s cycle sprint when conducted by moderately trained cyclists.