Martin, Kristy; Staiano, Walter; Menaspà, Paolo; Hennessey, Tom; Marcora, Samuele; Keegan, Richard; Thompson, Kevin G; Martin, David; Halson, Shona; Rattray, Ben
Given the important role of the brain in regulating endurance performance, this comparative study sought to determine whether professional road cyclists have superior inhibitory control and resistance to mental fatigue compared to recreational road cyclists. After preliminary testing and familiarization, eleven professional and nine recreational road cyclists visited the lab on two occasions to complete a modified incongruent colour-word Stroop task (a cognitive task requiring inhibitory control) for 30 min (mental exertion condition), or an easy cognitive task for 10 min (control condition) in a randomized, counterbalanced cross-over order. After each cognitive task, participants completed a 20-min time trial on a cycle ergometer. During the time trial, heart rate, blood lactate concentration, and rating of perceived exertion (RPE) were recorded. The professional cyclists completed more correct responses during the Stroop task than the recreational cyclists (705±68 vs 576±74, p = 0.001). During the time trial, the recreational cyclists produced a lower mean power output in the mental exertion condition compared to the control condition (216±33 vs 226±25 W, p = 0.014). There was no difference between conditions for the professional cyclists (323±42 vs 326±35 W, p = 0.502). Heart rate, blood lactate concentration, and RPE were not significantly different between the mental exertion and control conditions in both groups. The professional cyclists exhibited superior performance during the Stroop task which is indicative of stronger inhibitory control than the recreational cyclists. The professional cyclists also displayed a greater resistance to the negative effects of mental fatigue as demonstrated by no significant differences in perception of effort and time trial performance between the mental exertion and control conditions. These findings suggest that inhibitory control and resistance to mental fatigue may contribute to successful road cycling performance
Full Text Available Given the important role of the brain in regulating endurance performance, this comparative study sought to determine whether professional road cyclists have superior inhibitory control and resistance to mental fatigue compared to recreational road cyclists.After preliminary testing and familiarization, eleven professional and nine recreational road cyclists visited the lab on two occasions to complete a modified incongruent colour-word Stroop task (a cognitive task requiring inhibitory control for 30 min (mental exertion condition, or an easy cognitive task for 10 min (control condition in a randomized, counterbalanced cross-over order. After each cognitive task, participants completed a 20-min time trial on a cycle ergometer. During the time trial, heart rate, blood lactate concentration, and rating of perceived exertion (RPE were recorded.The professional cyclists completed more correct responses during the Stroop task than the recreational cyclists (705±68 vs 576±74, p = 0.001. During the time trial, the recreational cyclists produced a lower mean power output in the mental exertion condition compared to the control condition (216±33 vs 226±25 W, p = 0.014. There was no difference between conditions for the professional cyclists (323±42 vs 326±35 W, p = 0.502. Heart rate, blood lactate concentration, and RPE were not significantly different between the mental exertion and control conditions in both groups.The professional cyclists exhibited superior performance during the Stroop task which is indicative of stronger inhibitory control than the recreational cyclists. The professional cyclists also displayed a greater resistance to the negative effects of mental fatigue as demonstrated by no significant differences in perception of effort and time trial performance between the mental exertion and control conditions. These findings suggest that inhibitory control and resistance to mental fatigue may contribute to successful road cycling
Pool, E.A.I.; Kooij, J.F.P.; Gavrila, D.; Ioannou, Petros; Zhang, Wei-Bin; Lu, Meng
We learn motion models for cyclist path prediction on real-world tracks obtained from a moving vehicle, and propose to exploit the local road topology to obtain better predictive distributions. The tracks are extracted from the Tsinghua-Daimler Cyclist Benchmark for cyclist detection, and corrected
Muro-Báez, Victoria Alejandra; Mendoza-García, M Eulalia; Vera-López, Juan Daniel; Pérez-Núñez, Ricardo
With the objective of analyzing fatal and non-fatal road traffic injuries in cyclists and to document helmet use in this road user to inform sustainable mobility policies, a descriptive analysis of four secondary official information sources was conducted at the national level: mortality, Ministry of Health's hospital discharges, Unintentional and Violence Registry System (SIS-SS-17-P) and the 2012 National Health and Nutrition Survey (ENSANUT). Only SIS-SS-17-P and ENSANUT document helmet use. Except for ENSANUT information analyzed is of 2014.A total of 190 cyclists died in Mexico during 2014 and 392 were hospitalized; head was the anatomical region most frequently affected (63% and 32%, respectively). Only 0.75% of the 667 cases registered in SIS-17 reported helmet use and 24% suffered head injuries. Of the 165,348 non-fatally injured cyclists from ENSANUT <10% used helmet, 24% had head injuries and more than 16,000 suffered permanent injuries. Whereas cyclist-friendly infrastructure is an effective intervention to prevent injuries in the long term, helmet use could potentially reduce the frequency and severity of head injuries in the short run while bicycle use widespread as a means of transportation providing "safety in numbers".
Sanders, Dajo; Heijboer, Mathieu; Akubat, Ibrahim; Meijer, Kenneth; Hesselink, Matthijs K
To assess if short-duration (5 to ~300 s) high-power performance can accurately be predicted using the anaerobic power reserve (APR) model in professional cyclists. Data from 4 professional cyclists from a World Tour cycling team were used. Using the maximal aerobic power, sprint peak power output, and an exponential constant describing the decrement in power over time, a power-duration relationship was established for each participant. To test the predictive accuracy of the model, several all-out field trials of different durations were performed by each cyclist. The power output achieved during the all-out trials was compared with the predicted power output by the APR model. The power output predicted by the model showed very large to nearly perfect correlations to the actual power output obtained during the all-out trials for each cyclist (r = .88 ± .21, .92 ± .17, .95 ± .13, and .97 ± .09). Power output during the all-out trials remained within an average of 6.6% (53 W) of the predicted power output by the model. This preliminary pilot study presents 4 case studies on the applicability of the APR model in professional cyclists using a field-based approach. The decrement in all-out performance during high-intensity exercise seems to conform to a general relationship with a single exponential-decay model describing the decrement in power vs increasing duration. These results are in line with previous studies using the APR model to predict performance during brief all-out trials. Future research should evaluate the APR model with a larger sample size of elite cyclists.
This thesis focuses on the question of how the road environment (road design and network characteristics) affects road safety for cyclists through effects on risk and exposure to risk. In this thesis, the term ‘road design’ is used to denote the location level (e.g. intersection design) while the
Jill J. Leckey
Full Text Available We investigated the effect of pre- “race” ingestion of a 1,3-butanediol acetoacetate diester on blood ketone concentration, substrate metabolism and performance of a cycling time trial (TT in professional cyclists. In a randomized cross-over design, 10 elite male cyclists completed a ~31 km laboratory-based TT on a cycling ergometer programmed to simulate the 2017 World Road Cycling Championships course. Cyclists consumed a standardized meal [2 g/kg body mass (BM carbohydrate (CHO] the evening prior to a trial day and a CHO breakfast (2 g/kg BM CHO with 200 mg caffeine on the morning of a trial day. Cyclists were randomized to consume either the ketone diester (2 × 250 mg/kg or a placebo drink, followed immediately by 200 mL diet cola, given ~ 30 min before and immediately prior to commencing a 20 min incremental warm-up. Blood samples were collected prior to and during the warm-up, pre- and post- TT and at regular intervals after the TT. Urine samples were collected pre- and post- warm-up, immediately post TT and 60 min post TT. Pre-exercise ingestion of the diester resulted in a 2 ± 1% impairment in TT performance that was associated with gut discomfort and higher perception of effort. Serum β-hydroxybutyrate, serum acetoacetate, and urine ketone concentrations increased from rest following ketone ingestion and were higher than placebo throughout the trial. Ketone ingestion induces hyperketonemia in elite professional cyclists when in a carbohydrate fed state, and impairs performance of a cycling TT lasting ~50 min.
Kaplan, Sigal; Prato, Carlo Giacomo
In emerging cycling regions, cyclists and motorists share the road due to cycling infrastructure scarcity. This study investigates the chain of stimuli, cognition, emotion, and behavior associated with the road-sharing experience through the thematic analysis of talk-backs posted in response...... to news items related to cyclist-motorist crashes. Results show: (a) cycling infrastructure scarcity and perceived road use rights trigger emotional stress; (b) motorists and cyclists perceive the road-sharing experience as life-threatening and experience anxiety, anger, and fear; (c) drivers' coping...
Full Text Available Graduation work entitled "Changes in the physical capacity of road cyclists during the preparatory period" is based on spiroergometric tests, which assess at the same time three systems: respiratory, circulatory and muscular. The work shows the changes effort possibilities of road cyclists, under the influence of training conducted during the preparatory period. In the theoretical part of this work were characterized the concept of physical capacity, its division and assessment methods of capacity. Selected parameters were presented, determined in the spiroergometric tests. Also the time structure of training in road cycling was described. Each of competitors were tested twice a time. The first test took place at the turn of January and December, that is during the preparatory period. The second test cyclists took place in the second half of March, so at the end of the preparatory period, before the first races. The results of five parameters were analyzed: WR max, WR (VT1, VO2max, VO2 / HR (VT1,% VO2max (VT1. All tested parameters were increased during preparatory period. The most susceptible to the increase parameters under the influence of training during the preparatory period are: power generated on the anaerobic threshold and on the top of the effort (increase 12,68% and 11,25%, oxygen pulse (12,88%. Training improve the work of the muscular and circulatory systems. The least exposed to changes are parameters of gas exchange. Spiroergometric tests results can be used for planning training in subsequent training periods.
Twisk, D.A.M. Commandeur, J.J.F. Vlakveld, W.P. Shope, J.T. & Kok, G.
Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians:
Twisk, D.A.M; Commandeur, J.J.F.; Vlakveld, W.P.; Shope, J.T.; Kok, G.
Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians:
Decroix, Lieselot; Lamberts, Robert P; Meeusen, Romain
The Lamberts and Lambert Submaximal Cycle Test (LSCT) consists of 3 stages during which cyclists cycle for 6 min at 60%, 6 min at 80%, and 3 min at 90% of their maximal heart rate, followed by 1-min recovery. To determine if the LSCT is able to reflect a state of functional overreaching in professional female cyclists during an 8-d training camp and the following recovery days. Six professional female cyclists performed an LSCT on days 1, 5, and 8 of the training camp and 3 d after the training camp. During each stage of the LSCT, power output and rating of perceived exertion (RPE) were determined. Training diaries and Profile of Mood States (POMS) were also completed. At the middle and the end of the training camp, increased power output during the 2nd and 3rd stages of the LSCT was accompanied with increased RPE during these stages and/or the inability to reach 90% of maximal heart rate. All athletes reported increased feelings of fatigue and muscle soreness, while changes in energy balance, calculated from the POMS, were less indicative of a state of overreaching. After 3 d of recovery, all parameters of the LSCT returned to baseline, indicating a state of functional overreaching during the training camp. The LSCT is able to reflect a state of overreaching in elite professional female cyclists during an 8-d training camp and the following recovery days.
Full Text Available The main aim of this paper was to evaluate the effects of short- term (6 days phosphate loading, as well as prolonged (21 days intake of sodium phosphate on aerobic capacity in off-road cyclists. Nineteen well-trained cyclists were randomly divided into a supplemental (S and control group (C. Group S was supplemented for 6 days with tri-sodium phosphate, in a dose of 50 mg·kg-1 of FFM/d, while a placebo was provided for the C group. Additionally, group S was further subjected to a 3-week supplementation of 25 mg·kg-1 FFM/d, while group C received 2g of glucose. The results indicate a significant (p < 0.05 increase in VO2max, VEmax, and O2/HR, due to sodium phosphate intake over 6 days. Also a significant (p < 0.05 decrease in HRrest and HRmax occurred. The supplementation procedure caused a significant increase (p < 0.05 in Pmax and a shift of VAT towards higher loads. There were no significant changes in the concentration of 2,3-DPG, acid-base balance and lactate concentration, due to phosphate salt intake
Decroix, Lieselot; Piacentini, Maria Francesca; Rietjens, Gerard; Meeusen, Romain
High training loads combined with other stressors can lead to performance decrements. The time needed to recover determines the diagnosis of (non)-functional overreaching or the overtraining syndrome. The aim of this study was to describe the effects of an 8-day (intensified) training camp of professional female cyclists on physical and cognitive performance. Nine subjects performed a 30-min time trial (TT), cognitive test, and Profile of Mood States questionnaire before, during, and after a training camp (49% increased training volume). On data collection, cyclists were classified as "overreached" (OR) or "adapted" (A) based on TT performance. Two-way repeated-measures analysis of variance was used to detect changes in physical and cognitive parameters. Five cyclists were described as OR based on decreased mean power output (MPO) (-7.03%) on day 8. Four cyclists were classified as A (increased MPO: +1.72%). MPO and maximal heart rate were significantly different between A and OR groups. A significant slower reaction time (RT) (+3.35%) was found in OR subjects, whereas RT decreased (-4.59%) in A subjects. The change in MPO was negatively correlated with change in RT in the cognitive test (R 2 = .52). This study showed that the use of objective, inexpensive, and easy-to-interpret physical and cognitive tests can facilitate the monitoring of training adaptations in professional female athletes.
Babu, Sabarish V; Grechkin, Timofey Y; Chihak, Benjamin; Ziemer, Christine; Kearney, Joseph K; Cremer, James F; Plumert, Jodie M
The goal of our work is to develop a programmatically controlled peer to bicycle with a human subject for the purpose of studying how social interactions influence road-crossing behavior. The peer is controlled through a combination of reactive controllers that determine the gross motion of the virtual bicycle, action-based controllers that animate the virtual bicyclist and generate verbal behaviors, and a keyboard interface that allows an experimenter to initiate the virtual bicyclist's actions during the course of an experiment. The virtual bicyclist's repertoire of behaviors includes road following, riding alongside the human rider, stopping at intersections, and crossing intersections through specified gaps in traffic. The virtual cyclist engages the human subject through gaze, gesture, and verbal interactions. We describe the structure of the behavior code and report the results of a study examining how 10- and 12-year-old children interact with a peer cyclist that makes either risky or safe choices in selecting gaps in traffic. Results of our study revealed that children who rode with a risky peer were more likely to cross intermediate-sized gaps than children who rode with a safe peer. In addition, children were significantly less likely to stop at the last six intersections after the experience of riding with the risky than the safe peer during the first six intersections. The results of the study and children's reactions to the virtual peer indicate that our virtual peer framework is a promising platform for future behavioral studies of peer influences on children's bicycle riding behavior. © 2011 IEEE Published by the IEEE Computer Society
Twisk, D.A.M. Commandeur, J.J.F. Vlakveld, W.P. Shope, J.T. & Kok, G.
Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians: a younger age group (12 and 13 years old: n = 1372) and an older age group (14–16 years old: n = 938). A questionnaire was administered at school during regular class consisting of items on demogr...
Morency, Patrick; Strauss, Jillian; Pépin, Félix; Tessier, François; Grondines, Jocelyn
Some studies have estimated fatality and injury rates for bus occupants, but data was aggregated at the country level and made no distinction between bus types. Also, injured pedestrians and cyclists, as a result of bus travel, were overlooked. We compared injury rates for car and city bus occupants on specific urban major roads, as well as the cyclist and pedestrian injuries associated with car and bus travel. We selected ten bus routes along major urban arterials (in Montreal, Canada). Passenger-kilometers traveled were estimated from vehicle counts at intersections (2002-2010) and from bus passenger counts (2008). Police accident reports (2001-2010) provided injury data for all modes. Injury rates associated with car and bus travel were calculated for vehicle occupants, pedestrians, and cyclists. Injury rate ratios were also computed. The safety benefits of bus travel, defined as the number of vehicle occupant, cyclist, and pedestrian injuries saved, were estimated for each route. Overall, for all ten routes, the ratio between car and bus occupant injury rates is 3.7 (95% CI [3.4, 4.0]). The rates of pedestrian and cyclist injuries per hundred million passenger-kilometers are also significantly greater for car travel than that for bus travel: 4.1 (95% CI [3.5, 4.9]) times greater for pedestrian injuries; 5.3 (95% CI [3.8, 7.6]) times greater for cyclist injuries. Similar results were observed for fatally and severely injured vehicle occupants, cyclists, and pedestrians. At the route level, the safety benefits of bus travel increase with the difference in injury rate associated with car and bus travel but also with the amount of passenger-kilometers by bus. Results show that city bus is a safer mode than car, for vehicle occupants but also for cyclists and pedestrians traveling along these bus routes. The safety benefits of bus travel greatly vary across urban routes; this spatial variation is most likely linked to environmental factors. Understanding the
Maleki, Behzad Hajizadeh; Tartibian, Bakhtyar; Vaamonde, Diana
To examine the effects of 16 weeks of intensive cycling training on seminal reactive oxygen species (ROS), malondialdehyde (MDA), superoxide dismutase (SOD), catalase, and total antioxidant capacity (TAC) in male road cyclists. Repeated measures design. The Exercise Physiology Laboratory of the Urmia University. Twenty-four healthy nonprofessional male road cyclists (aged 17-26 years) participated in this study. All subjects participated in 16 weeks of intensive cycling training. The semen samples were collected, respectively, at baseline (T1), immediately (T2), 12 (T3), and 24 (T4) hours after the last training session in week 8; immediately (T5), 12 (T6), and 24 (T7) hours after the last training session in week 16; and 7 (T8) and 30 (T9) days after the last training session in week 16. Total antioxidant capacity and SOD were measured by colorimetric assay. The levels of ROS were measured by a chemiluminescence assay. Malondialdehyde levels were measured by thiobarbituric acid reactive substance assay. Catalase was measured by monitoring the initial rate of disappearance of hydrogen peroxide (initial concentration 10 mM) at 240 nm. The levels of seminal ROS and MDA increased (P < 0.008) and remained high after 30 days of recovery. The levels of seminal SOD, catalase, and TAC decreased (P < 0.008) and remained low after 30 days of recovery (P < 0.008). Sixteen weeks of intensive cycling training may have deleterious consequences for spermatozoa and hence may affect sperm healthy parameters in male cyclists.
Salmon, Paul M; Lenne, Michael G; Walker, Guy H; Stanton, Neville A; Filtness, Ashleigh
Collisions between different road users make a substantial contribution to road trauma. Although evidence suggests that different road users interpret the same road situations differently, it is not clear how road users' situation awareness differs, nor is it clear which differences might lead to conflicts. This article presents the findings from an on-road study conducted to examine driver, motorcyclist and cyclist situation awareness in different road environments. The findings suggest that, in addition to minor differences in the structure of different road users' situation awareness (i.e. amount of information and how it is integrated), the actual content of situation awareness in terms of road user schemata, the resulting interaction with the world and the information underpinning situation awareness is markedly different. Further examination indicates that the differences are likely to be compatible along arterial roads, shopping strips and at roundabouts, but that they may create conflicts between different road users at intersections. Interventions designed to support compatible situation awareness and behaviour between different road users are discussed.
Full Text Available Despite massage being widely used by athletes, opinions its effects on performance recovery differ. The aim of the study was reveal the effects of passive recovery (PR, sport massage (SM and active recovery (AR after series of Wingate anaerobic test (WAnT on peak power (PP and mean power (MP. Eleven junior off-road cyclists performed warm up on the cycle ergometer followed by 3 bouts of WAnT interspersed with 4 min rest. After 20 min of PR, SM or AR subjects performed fourth WAnT in random order one week apart. There was no significant difference in PP between PR and SM (875.5 ± 56.2 vs. 921.6 ± 50.8 W but significant difference between PR and AR (875.5 ± 56.2 vs. 970.2 ± 68.9 W; p<0.05. Significant differences were also found for MP between PR and AR (678.4 ± 45.2 vs. 746.1 ± 47.0 W; p<0.05 but not for PR and SM (678.4 ± 45.2 vs. 714.6 ± 32.8 W. Blood lactate concentration after intervention was significantly different only between trials with PR and AR (13.3 ± 2.9 vs. 7.4 ± 3.9 mmol•L-1; p<0.01 and between SM and AR (14.6 ± 3.0 vs. 7.4 ± 3.9 mmol•L-1; p<0.01. A one–way ANOVA with repeated measure indicated that AR presents better modality in reducing blood lactate or renewal PP and MP than PR and SM.
Javier Yanci Irigoyen
Full Text Available The objectives of this study were to describe the maximal angulations of knee and ankle in the flexions and extensions in pedaling performed by professional cyclists and to compare the differences in these angulations between the right and left leg. Thirteen cyclists, who all belonged to a professional team which regularly competed in the “Vuelta Ciclista a España”, took part in this study. Measurements were taken of the length of the crank arms, height and saddle height of the cyclists’ bicycles. A 2D kinematic analysis was also performed of their pedaling to study the angulations of knee and ankle. No significant differences were found between the right and the left leg with regard to the angulations of flexion or extension of the knees or the flexion of the ankles. However, contrary to other studies, differences were found in the ankle angulation of extension (p < 0.05, difference between means = 14.53%, d = 0.37, moderate between the two legs. In future research it would be interesting to complement the kinematic analysis with a kinetic study to observe if the differences in the angulations are accompanied by differences in the force applied by each leg.
Piero, Malpezzi; Simone, Uliari; Jonathan, Myers; Maria, Spiridonova; Giulio, Grossi; Francesco, Terranova; Gabriella, Collini; Laura, Amabile; Eva, Bernardi; Gianni, Mazzoni; Francesco, Conconi; Giovanni, Grazzi
Mouthguards are frequently used for protection purposes, particularly by athletes competing in contact sports. However, there is increasing evidence supporting their use for improving performance. Studies have focused their use in athletes who do not traditionally use mouthguards and who may be looking for a performance edge. The aim of the current study was to evaluate the influence of a custom-made mouthguard (Parabite Malpezzi, PM) on maximal and submaximal physiological parameters related to performance in road cycling. Ten well-trained amateur road cyclists (34 ± 6 years) performed an incremental cardiopulmonary exercise test to exhaustion on a frictional braked cycle ergometer. Work rate (WR), heart rate, oxygen consumption ((Equation is included in full-text article.)), carbon dioxide production, and ventilation at the lactate threshold, at the respiratory compensation point (RCP), and at maximal exercise (MAX) were determined in normal conditions (C) and wearing PM. Cycling economy was also evaluated by analyzing the slope of the (Equation is included in full-text article.)/WR (Δ(Equation is included in full-text article.)/ΔWR, in milliliters per watt per minute) relationship during the test. Wearing the PM compared with C resulted in significant increases in WR at RCP (281 ± 32 vs. 266 ± 19 W, p = 0.04) and at MAX (353 ± 44 vs. 339 ± 38 W, p = 0.004). The PM also resulted in an average 8% lower Δ(Equation is included in full-text article.)/ΔWR (9.5 ± 1.1 vs. 10.3 ± 1.1 ml·W·min, p = 0.06) but did not significantly modify any of the other measured parameters at LT, RCP and MAX. To the best of our knowledge, this study is the first to evaluate the effects of a dentistry-designed mouthguard on physical performance of road cyclists. These results provide support for cyclists to correct jaw posture that may improve their exercise performance.
King, M J; Wood, J M; Lacherez, P F; Marszalek, R P
Drivers are known to be optimistic about their risk of crash involvement, believing that they are less likely to be involved in a crash than other drivers. However, little comparative research has been conducted among other road users. In addition, optimism about crash risk is conceptualised as applying only to an individual's assessment of his or her personal risk of crash involvement. The possibility that the self-serving nature of optimism about safety might be generalised to the group-level as a cyclist or a pedestrian, i.e., becoming group-serving rather than self-serving, has been overlooked in relation to road safety. This study analysed a subset of data collected as part of a larger research project on the visibility of pedestrians, cyclists and road workers, focusing on a set of questionnaire items administered to 406 pedestrians, 838 cyclists and 622 drivers. The items related to safety in various scenarios involving drivers, pedestrians and cyclists, allowing predictions to be derived about group differences in agreement with items based on the assumption that the results would exhibit group-serving bias. Analysis of the responses indicated that specific hypotheses about group-serving interpretations of safety and responsibility were supported in 22 of the 26 comparisons. When the nine comparisons relevant to low lighting conditions were considered separately, seven were found to be supported. The findings of the research have implications for public education and for the likely acceptance of messages which are inconsistent with current assumptions and expectations of pedestrians and cyclists. They also suggest that research into group-serving interpretations of safety, even for temporary roles rather than enduring groups, could be fruitful. Further, there is an implication that gains in safety can be made by better educating road users about the limitations of their visibility and the ramifications of this for their own road safety, particularly in low
D. Koutny; D. Palousek; P. Stoklasek; J. Rosicky; L. Tepla; M. Prochazkova; Z. Svoboda; P. Krejci
The article deals with biomechanics of cyclist with unilateral transtibial amputation. Transtibial amputation completely removes ankle and part of muscles of a lower leg which are responsible for production of force during pedaling and causes significant geometric and power asymmetry between the limbs during cycling movement. The primary goal of this work is to assess the effects of length adjustment of the crank on the kinematics and muscle activity of cyclist. The paper presents experimenta...
Gervasi, Marco; Sisti, Davide; Benelli, Piero; Fernández-Peña, Eneko; Calcabrini, Cinzia; Rocchi, Marco B L; Lanata, Luigi; Bagnasco, Michela; Tonti, Andrea; Vilberto, Stocchi; Sestili, Piero
In professional road cyclists, the majority of overuse injuries affect the lower limbs and are mostly represented by contractures or muscle shortening, characterized by an increase of tone and stiffness and a variation of elasticity. Treatment and prevention of these specific conditions may include physical, supplementary, and pharmacologic support. The aim of this real-life study was to determine: first, the alterations of tone, stiffness, elasticity, and soreness of rectus femoris (RF) and biceps femoris (BF) in top class cyclists engaged in 3 multistage races, and second, whether any variable in the management of the athletes may affect the prevention and/or reduction of such alterations.Twenty-three professional cyclists competing in 3 international, cycling stage races were assessed. Athletes could receive, upon the approval of the medical staff, physical, dietary, and/or pharmacological management which could include treatments with topical over-the-counter myorelaxants to prevent and/or reduce muscle contractures. MyotonPro was used to daily measure tone, stiffness, and elasticity in RF and BF in relaxed and contracted state after every stage. In parallel, BF and RF soreness was also assessed with a Likert scale.All athletes received the same general massage management; none of them received dietary supplements; some of the athletes were treated with a topical myorelaxant thiocolchicoside (TCC 0.25%) foam 3 times daily. TCC was identified as the only variable able to affect these muscle parameters in the cyclists. Tone, stiffness (regardless of the state), and soreness significantly increased over time either in BF or RF in all athletes. In the group of athletes that used TCC (n = 11; TCC+) the increase in tone, stiffness, and soreness was significantly lower than in the group not receiving TCC (n = 12; No-TCC). Elasticity varied coherently with tone and stiffness.A very intense and protracted sport activity increases muscular tone, stiffness, and
Full Text Available The main objective of this research was to determine the effects of a long-term ketogenic diet, rich in polyunsaturated fatty acids, on aerobic performance and exercise metabolism in off-road cyclists. Additionally, the effects of this diet on body mass and body composition were evaluated, as well as those that occurred in the lipid and lipoprotein profiles due to the dietary intervention. The research material included eight male subjects, aged 28.3 ± 3.9 years, with at least five years of training experience that competed in off-road cycling. Each cyclist performed a continuous exercise protocol on a cycloergometer with varied intensity, after a mixed and ketogenic diet in a crossover design. The ketogenic diet stimulated favorable changes in body mass and body composition, as well as in the lipid and lipoprotein profiles. Important findings of the present study include a significant increase in the relative values of maximal oxygen uptake (VO2max and oxygen uptake at lactate threshold (VO2 LT after the ketogenic diet, which can be explained by reductions in body mass and fat mass and/or the greater oxygen uptake necessary to obtain the same energy yield as on a mixed diet, due to increased fat oxidation or by enhanced sympathetic activation. The max work load and the work load at lactate threshold were significantly higher after the mixed diet. The values of the respiratory exchange ratio (RER were significantly lower at rest and during particular stages of the exercise protocol following the ketogenic diet. The heart rate (HR and oxygen uptake were significantly higher at rest and during the first three stages of exercise after the ketogenic diet, while the reverse was true during the last stage of the exercise protocol conducted with maximal intensity. Creatine kinase (CK and lactate dehydrogenase (LDH activity were significantly lower at rest and during particular stages of the 105-min exercise protocol following the low carbohydrate
Zajac, Adam; Poprzecki, Stanisław; Maszczyk, Adam; Czuba, Miłosz; Michalczyk, Małgorzata; Zydek, Grzegorz
The main objective of this research was to determine the effects of a long-term ketogenic diet, rich in polyunsaturated fatty acids, on aerobic performance and exercise metabolism in off-road cyclists. Additionally, the effects of this diet on body mass and body composition were evaluated, as well as those that occurred in the lipid and lipoprotein profiles due to the dietary intervention. The research material included eight male subjects, aged 28.3 ± 3.9 years, with at least five years of training experience that competed in off-road cycling. Each cyclist performed a continuous exercise protocol on a cycloergometer with varied intensity, after a mixed and ketogenic diet in a crossover design. The ketogenic diet stimulated favorable changes in body mass and body composition, as well as in the lipid and lipoprotein profiles. Important findings of the present study include a significant increase in the relative values of maximal oxygen uptake (VO2max) and oxygen uptake at lactate threshold (VO2 LT) after the ketogenic diet, which can be explained by reductions in body mass and fat mass and/or the greater oxygen uptake necessary to obtain the same energy yield as on a mixed diet, due to increased fat oxidation or by enhanced sympathetic activation. The max work load and the work load at lactate threshold were significantly higher after the mixed diet. The values of the respiratory exchange ratio (RER) were significantly lower at rest and during particular stages of the exercise protocol following the ketogenic diet. The heart rate (HR) and oxygen uptake were significantly higher at rest and during the first three stages of exercise after the ketogenic diet, while the reverse was true during the last stage of the exercise protocol conducted with maximal intensity. Creatine kinase (CK) and lactate dehydrogenase (LDH) activity were significantly lower at rest and during particular stages of the 105-min exercise protocol following the low carbohydrate ketogenic diet
Andreazzoli, A; Fossati, C; Spaccamiglio, A; Salvo, R; Quaranta, F; Minganti, C; Di Luigi, L; Borrione, P
Glomerular filtration rate (GFR) has been shown to be lower than physiological values during exercise with a strong negative correlation with exercise intensity. Among new markers of renal function, neutrophil gelatinase-associated lipocalin (NGAL) seems to be very promising. It is an early, sensitive and specific marker of acute kidney injury (AKI) with two isoforms: plasma NGAL (pNGAL) and urinary NGAL (uNGAL). The aim of the present study was to assess acute variations in NGAL plasma levels after performing high endurance physical exercise in a group of professional cyclists during the two major European professional cycling competitions (Giro D’Italia and Tour de France). Eighteen professional cyclistis were recruited for the study. A blood sample was collected during rest (after 8 hours fasting) and immediately after the competition (mountain stages) in order to assess the effect of very intense exercise on kidney function by measuring the variations of pNGAL. We also assessed plasma levels of creatinine, creatine-kinase (CK), LDH, transaminases and electrolytes. The results showed that Creatinine, CK and electrolytes levels remained almost stable between rest and post-competition. The levels of transaminases and NGAL showed a mild increase between rest and post-competition, with a significant difference between the two values only for transaminases (p=0.005). However, post-competition values of all investigated variables remained within the physiological range. The results of the present study suggest that even if NGAL values mildly rose after competition, no kidney injury occurred in these highly trained athletes during mountain stages of professional competitions. Other studies in literature confirmed that high endurance physical exercise seems not to cause renal injury in elite athletes. This is probably due to adaptive mechanisms of renal function and to the adaptation to physical stress gained with training.
Kaplan, Sigal; Vavatsoulas,, Konstantinos; Prato, Carlo Giacomo
severity on Danish roads by examining a comprehensive set of accidents involving a cyclist and a collision partner between 2007 and 2011. Method: This study estimates a generalized ordered logit model of the severity of cyclist injuries because of its ability to accommodate the ordered-response nature...... of severity while relaxing the proportional odds assumption. Results: Model estimates show that cyclist fragility (children under 10 years old and elderly cyclists over 60 years of age) and cyclist intoxication are aggravating individual factors,while helmet use is a mitigating factor. Speed limits above 70...
Twisk, Divera A.M.; Vlakveld, Willem P.; Commandeur, Jacques J.F.; Shope, Jean T.; Kok, Gerjo
A practical approach was developed to assess and compare the effects of five short road safety education (RSE) programmes for young adolescents that does not rely on injury or crash data but uses self reported behaviour. Questionnaires were administered just before and about one month after
Twisk, D.A.M. Vlakveld, W.P. Commandeur, J.J.F. Shope, J.T. & Kok, G.
A practical approach was developed to assess and compare the effects of five short road safety education (RSE) programmes for young adolescents that does not rely on injury or crash data but uses self reported behaviour. Questionnaires were administered just before and about one month after
Boufous, Soufiane; Aboss, Ahmad; Montgomery, Victoria
To assess information on cyclist crashes reported in Australian newspapers. The Factiva news archive was searched for articles on cyclist crashes published in major Australian newspapers between 2010 and 2013. Information on the circumstances of cyclist crashes were extracted and coded. A total of 160 cyclist crashes were covered by 198 newspaper articles, with 44% of crashes resulting in cyclist fatalities. Crashes reported by more than one newspaper were more likely to involve public figures or protracted court cases. Individual characteristics of cyclists as well as the location of the crash were reported for more than 80% of crashes. The road user at fault was reported for more than half of crashes. In contrast, information on helmet use, alcohol and cycling lanes was mentioned for only about 10% of crashes. Fewer than one in five articles mentioned prevention strategies including education campaigns, legislative and infrastructure changes. Australian newspapers tend to focus on the most dramatic and more 'newsworthy' aspects of cyclist crashes. Cycling advocates need to work with journalists to improve the quality of this coverage. Better communication between cycling advocates and journalists is likely to have a positive impact on the safety and the uptake of cycling in the community. © 2016 Public Health Association of Australia.
Bonham, Jennifer; Johnson, Marilyn
In Australia, the increasing public profile and policy interest in cycling contrasts with variable cycling participation rates across jurisdictions (Australian Bicycle Council, 2017) and lack of cyclist-specific infrastructure. Cyclists and drivers often share road space, usually without indication from the built environment about how to maximise each other's safety and utility. Yet despite this regular interaction, cyclists are largely absent from the driver licensing process in Australia. That is, novice drivers are not taught how to share the road with cyclists. This case study used a mixed methods approach to examine the cyclist-related content in the Graduated Driver Licensing System (GDLS) in the Australian Capital Territory (ACT). The case study was conducted in four stages: 1) content analysis of all documents used through the GDLS; 2) observations of the Road Ready course and learner driver lessons; 3) online survey; and, 4) semi-structured interviews. Cyclists are rarely mentioned in the GDLS in the ACT and references often constructed cyclists as problematic or were based in instructors' personal opinion (rather than scripted responses). Outcomes from this study have directly informed a new vulnerable road user driver licence competency in the ACT and findings include recommendations for greater inclusion of cyclists in the driver licensing system. Copyright © 2017 Elsevier Ltd. All rights reserved.
Stelling-Konczak, A. Hagenzieker, M.P. & Wee, G.P. van
Many cyclists, especially youngsters, listen to music and talk on their mobile phones while cycling. As a result, auditory traffic information that can be used by cyclists to make safe decisions is less available. Also the growing number of quiet (electric) vehicles on the road makes use of auditory
Twisk, Divera A M; Vlakveld, Willem P; Commandeur, Jacques J F; Shope, Jean T; Kok, Gerjo
A practical approach was developed to assess and compare the effects of five short road safety education (RSE) programmes for young adolescents that does not rely on injury or crash data but uses self reported behaviour. Questionnaires were administered just before and about one month after participation in the RSE programmes, both to youngsters who had participated in a RSE programme, the intervention group, and to a comparable reference group of youngsters who had not, the reference group. For each RSE programme, the answers to the questionnaires in the pre- and post-test were checked for internal consistency and then condensed into a single safety score using categorical principal components analysis. Next, an analysis of covariance was performed on the obtained safety scores in order to compare the post-test scores of the intervention and reference groups, corrected for their corresponding pre-test scores. It was found that three out of five RSE programmes resulted in significantly improved self-reported safety behaviour. However, the proportions of participants that changed their behaviour relative to the reference group were small, ranging from 3% to 20%. Comparisons among programme types showed cognitive approaches not to differ in effect from programmes that used fear-appeal approaches. The method used provides a useful tool to assess and compare the effects of different education programmes on self-reported behaviour. Copyright © 2014 Elsevier Ltd. All rights reserved.
Juba has a poor road network and few public transport options, with an increasing number of people riding ... The conclusion is that cyclists need information on the importance of wearing a helmet. ... Leading safety advocates recommend the.
The numbers of elderly people are increasing world-wide. Also, the mobility of the elderly people increases and the elderly generation of the coming years will spend much more time and distance in traffic than the present elderly generation; as car drivers, but also as pedestrians and/or cyclists.
Full Text Available The increasing number of registered road crashes involving cyclists during the last decade and the high proportion of road crashes resulting in severe injuries and fatalities among cyclists constitutes a global issue for community health, urban development and sustainability. Nowadays, the incidence of many risk factors for road crashes of cyclists remains largely unexplained. Given the importance of this issue, the present study has been conducted with the aim of determining relationships between infrastructural, human factors and safety outcomes of cyclists. Objectives: This study aimed, first, to examine the relationship between key infrastructural and human factors present in cycling, bicycle-user characteristics and their self-reported experience with road crashes. And second, to determine whether a set of key infrastructural and human factors may predict their self-reported road crashes. Methods: For this cross-sectional study, a total of 1064 cyclists (38.8% women, 61.2% men; M = 32.8 years of age from 20 different countries across Europe, South America and North America, participated in an online survey composed of four sections: demographic data and cycling-related factors, human factors, perceptions on infrastructural factors and road crashes suffered. Results: The results of this study showed significant associations between human factors, infrastructural conditions and self-reported road crashes. Also, a logistic regression model found that self-reported road crashes of cyclists could be predicted through variables such as age, riding intensity, risky behaviours and problematic user/infrastructure interactions. Conclusions: The results of this study suggest that self-reported road crashes of cyclists are influenced by features related to the user and their interaction with infrastructural characteristics of the road.
Richardson, Matthew; Caulfield, Brian
This research examines the behaviour of cyclists in Dublin City with specific regard to red light running. A number of specific research questions are raised by this study. These questions address the impact of different infrastructure types on red light running, as well as the behavioural patterns and demographics of offending cyclists. Two data collection methods were used to gather information on cyclists in Dublin City - an observational survey and an online questionnaire. The observational surveys examined cyclist compliance with different traffic signal systems and the impact of on-road and off-road cycle infrastructure. An online questionnaire was used to get direct feedback from cyclists in Dublin City on the reasons (if any) they decide to commit infringement at traffic lights. With the recent growth of cycling in Dublin City (as well as many other international cities) it is vital to accommodate and manage this growing demand by ensuring the safety and road discipline of cyclists. The next few years will be crucial for the continued development of cycling in Dublin, particularly due to the increasing investment by transport planners in cycle infrastructure. It is therefore important to identify now the main factors which influence cyclist's decisions to break red lights in order to guide local traffic authorities in their efforts to reduce such transgressions. Copyright © 2015 Elsevier Ltd. All rights reserved.
Town of Chapel Hill, North Carolina — Pedestrian and cyclist sensor data time stamped from sensors on the Bolin Creek Trail and Meadowmont Trail in Chapel Hill. Each sensor has four value points that...
Thiago Ayala Melo Di Alencar
Full Text Available Sports-related vascular insufficiency affecting the lower limbs is uncommon, and early signs and symptoms can be confused with musculoskeletal injuries. This is also the case among professional cyclists, who are always at the threshold between endurance and excess training. The aim of this review was to analyze the occurrence of vascular disorders in the lower limbs of cyclists and to discuss possible etiologies. Eighty-five texts, including papers and books, published from 1950 to 2012, were used. According to the literature reviewed, some cyclists receive a late diagnosis of vascular dysfunction due to a lack of familiarity of the medical team with this type of dysfunction. Data revealed that a reduced blood flow in the external iliac artery, especially on the left, is much more common than in the femoral and popliteal arteries, and that vascular impairment is responsible for the occurrence of early fatigue and reduced performance in cycling.
Full Text Available The aim of this paper was to define the readiness profile of junior cyclists determined by the Leipzig test. The second aim was to find out if there were differences in functional performance among cyclists in different disciplines, such as: road cyclists, mountain bikers and sprinters. All cyclists (n=18 were tested with Leipzig test protocol on a bicycle ergometer by increasing the load by 40W per minute, pedalling cadence 90- 100rev/min. The hearth rate was measured at the beginning and at the end of the test, together with the maximal oxygen uptake (VO2max. The results have shown that the maximal oxygen uptake among national junior cyclists in all disciplines was VO2max 56.42±5.82 ml•min-1kg-1, among mountain biking cyclist VO2max was 61.43±4.94, sprinters VO2max 56.78±3.33 and for cross-country cyclists VO2max 53.37±7.82. The statistical analysis of the functional performance results has snown that between subsamples of cyclists there were no significant differences on general level. However, the partial analysis has snown that there is a statistically significant difference between the groups in the hart rate values on an anaerobic threshold (F value 4.547, p=0.032. In conclusion, the tested cyclists were prepared using general training methods even if they had competitions in different disciplines. Therefore, the level of readiness shows that the training process for young cyclists which is used in Serbia is not specific for the competition level and discipline.
Desempenho da potência anaeróbia em atletas de elite do mountain bike submetidos à suplementação aguda com creatina Anaerobic power output of elite off-road cyclists with acute oral creatine supplementation
Guilherme Eckhardt Molina
Full Text Available Com o objetivo de investigar os efeitos da suplementação aguda com creatina no desempenho da potência anaeróbia de atletas de elite do mountain bike, 20 atletas em período básico do macrociclo de treinamento foram distribuídos aleatoriamente (duplo-cego em dois grupos: placebo (PLA, n = 10 e creatina (CRE, n = 10. Foram avaliados quanto à composição corporal (pesagem hidrostática e potência anaeróbia (teste de Wingate - TW antes (PRÉ e depois (PÓS de sete dias de suplementação. A creatina ou maltodextrina foi usada em três doses diárias de 0,3g/kg de massa corporal diluídos em meio líquido adoçado. Não foram observadas diferenças significativas nas variáveis morfológicas após sete dias de suplementação (PRÉ x PÓS, e os grupos não diferiram apesar da variação percentual (Δ% contrária (positiva para o grupo CRE e negativa para o PLA. A potência anaeróbia pico (PP e o instante da potência pico (IPP aumentaram e o índice de fadiga diminuiu do PRÉ para o PÓS-testes no grupo CRE, enquanto que o grupo PLA não apresentou diferenças significantes. A PP apresentou forte tendência em ser maior e o IPP foi maior no grupo CRE comparado com o PLA. Conclui-se que existem evidências de que a suplementação com creatina (0,3g/kg em curto prazo (sete dias pode retardar o IPP (CRE 3,0 ± 0,5/3,6 ± 0,8 Δ%= 20% no teste de Wingate em atletas de elite do mountain bike, sugerindo que a suplementação com creatina pode melhorar o desempenho físico quanto à potência anaeróbia durante o trabalho de alta intensidade e curta duração.In order to investigate the effect of a high dose, acute oral creatine supplementation on anaerobic power of male off-road cyclists, twenty elite athletes training at the basic period were randomly (double-blind assigned into 2 groups: placebo (PLA n=10 and creatine (CRE n=10. They were submitted to a body composition evaluation (underwater weighting and Wingate Anaerobic Test (TW before
Heesch, Kristiann C; Sahlqvist, Shannon; Garrard, Jan
Harassment from motorists is a major constraint on cycling that has been under-researched. We examined incidence and correlates of harassment of cyclists. Cyclists in Queensland, Australia were surveyed in 2009 about their experiences of harassment while cycling, from motor vehicle occupants. Respondents also indicated the forms of harassment they experienced. Logistic regression modeling was used to examine gender and other correlates of harassment. Of 1830 respondents, 76% of men and 72% of women reported harassment in the previous 12 months. The most reported forms of harassment were driving too close (66%), shouting abuse (63%), and making obscene gestures/sexual harassment (45%). Older age, overweight/obesity, less cycling experience (harassment, while living in highly advantaged areas (SEIFA deciles 8 or 9), cycling for recreation, and cycling for competition were associated with increased likelihood of harassment. Gender was not associated with reports of harassment. Efforts to decrease harassment should include a closer examination of the circumstances that give rise to harassment, as well as fostering road environments and driver attitudes and behaviors that recognize that cyclists are legitimate road users. Copyright © 2011 Elsevier Inc. All rights reserved.
Boele-Vos, M. J.; Commandeur, J. J.F.; Twisk, D. A.M.
To improve cycling safety, insight is required into the factors that contribute to road safety of older cyclists. From the wide range of possible factors, this paper addresses the role of physical effort on mental workload of cyclists with the aim to investigate whether physical effort affects
Urban planning, traffic planning and traffic safety of pedestrians and cyclists : report presented to the 1979 Road Research Symposium on Safety of Pedestrians and Cyclists, OECD Headquarters, Paris, 14-16 May 1979. Session III: Physical Countermeasures; Subsession III.1: Urban planning and traffic planning.
The traffic safety of pedestrians and cyclists can be improved by means of urban planning and traffic planning, as one of the possibilities. This paper discusses the framework of these measures and activities and also the effects on the field of traffic planning. Chapter I show that it is not
Leonardo de Sousa Fortes
Full Text Available Abstract The present study aimed to compare the power, anaerobic capacity (AC and performance in a road bicycle race among cyclists with and without risk of disordered eating behaviors (DEB. The sample was selected in a non-probabilistic way, totaling 69 male road cyclists aged between 19 and 30 years. The Wingate test was used to evaluate peak power (PP and mean power. Time in minutes was adopted to determine performance in a 120-km road cycling race (competitive event. The Eating Attitudes Test (EAT-26 was completed to assess DEBs. The results did not indicate a difference in PP among cyclists with and without risk of DEBs (F (2, 67=3.92; p=0.13. Findings showed a difference in mean power among cyclists with and without risk of DEBs (F (2, 67=36.43; p=0.01. The results revealed a difference in performance in 120-km cycling races among cyclists with and without risk of DEBs (F (2, 67=46.03; p=0.01. It could be concluded that DEBs were associated with a lower mean power and performance in a competitive event among male road cyclists, although the same was not true for PP.
Živković, Snežana; Nikolić, Vesna; Markič, Mirko
The purpose of this paper is to present basic elements of the research directed at identifying and determining the personality traits of professional drivers that affect safe, secure and enjoyable ride on public roads. A quantitative method has been used here, whereas data were acquired from a questionnaire based on a sample of 59 professional drivers. Determining personality traits of professional drivers that are in correlation with a safe and pleasant ride on the roads has been enabled by applying the five-factor model of personality ('Big Five') and the Personality Inventory NEO-PI. From these results it was concluded that safe operation of the vehicle in traffic involves the successful 'conduct' of oneself, which recognises the importance of certain personality traits of professional drivers for traffic safety and the need for appropriate professional selection in the case of employment of professional drivers. Research results implicate development of educational programmes aimed at achieving harmony of psychological, physical and sensory health, that is, programmes for permanent informing, educating and training professional drivers for defensive driving. The research opens the way for new research tasks that should help in creating a specific structure of curricula that can be used in a variety of transportation companies and enterprises to improve general and public safety.
Reifferscheid, Florian; Stuhr, Markus; Harding, Ulf; Schüler, Christine; Thoms, Jürgen; Püschel, Klaus; Kappus, Stefan
Major sport events require adequate expertise and experience concerning medical coverage and support. Medical and ambulance services need to cover both participants and spectators. Likewise, residents at the venue need to be provided for. Concepts have to include the possibility of major incidents related to the event. Using the example of the Hamburg Cyclassics, a road bicycle race and major event for professional and amateur cyclists, this article describes the medical coverage, number of patients, types of injuries and emergencies. Objectives regarding the planning of future events and essential medical coverage are consequently discussed. (c) Georg Thieme Verlag Stuttgart-New York.
Silla, Anne; Leden, Lars; Rämä, Pirkko; Scholliers, Johan; Van Noort, Martijn; Bell, Daniel
In recent years, Intelligent Transport Systems (ITS) have assisted in the decrease of road traffic fatalities, particularly amongst passenger car occupants. Vulnerable Road Users (VRUs) such as pedestrians, cyclists, moped riders and motorcyclists, however, have not been that much in focus when developing ITS. Therefore, there is a clear need for ITS which specifically address VRUs as an integrated element of the traffic system. This paper presents the results of a quantitative safety impact assessment of five systems that were estimated to have high potential to improve the safety of cyclists, namely: Blind Spot Detection (BSD), Bicycle to Vehicle communication (B2V), Intersection safety (INS), Pedestrian and Cyclist Detection System+Emergency Braking (PCDS+EBR) and VRU Beacon System (VBS). An ex-ante assessment method proposed by Kulmala (2010) targeted to assess the effects of ITS for cars was applied and further developed in this study to assess the safety impacts of ITS specifically designed for VRUs. The main results of the assessment showed that all investigated systems affect cyclist safety in a positive way by preventing fatalities and injuries. The estimates considering 2012 accident data and full penetration showed that the highest effects could be obtained by the implementation of PCDS+EBR and B2V, whereas VBS had the lowest effect. The estimated yearly reduction in cyclist fatalities in the EU-28 varied between 77 and 286 per system. A forecast for 2030, taking into accounts the estimated accident trends and penetration rates, showed the highest effects for PCDS+EBR and BSD. Copyright © 2016 Elsevier Ltd. All rights reserved.
Skov-Petersen, Hans; Barkow, Bernhard; Lundhede, Thomas
It is the objective of the study to determine the extent to which human navigation is affected by perceptions of our immediate surroundings or by already established knowledge in terms of a cognitive map. The motivation is to contribute to the knowledge about human navigation and to inform planning...... with estimates of bicyclists’ route preferences and ‘willingness-to-pay’ (in terms of transport distance vs. utility/disutility of route characteristics). The core method is choice modelling of observed route data. Thousand two hundred and sixty seven trips performed by 183 cyclists in Copenhagen (Denmark) were...... recorded by GPS. The trips were map-matched to a digital road and path network, which enabled the generation of choice sets: one for navigation as influenced by perception of immediate surroundings, comprising edges connected to network-nodes (hereafter called the edge dataset), and one for navigation...
This article examines Copenhagen cyclists' emotional and “rational” stories about cycling in the city. Copenhagen is branded as a city of cyclists; nevertheless, the car still plays a dominant role in both policy and planning and thus everyday life. This shapes cyclists' stories as well...
Matsui, Yasuhiro; Oikawa, Shoko; Hitosugi, Masahito
The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles. This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle-bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle. The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface. The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65-74 or 13-59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles. For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women.
Muyor, J M; Zabala, M
The purposes of this study were as follows: 1) to analyse the influence of training in road cycling or cross-country mountain biking on sagittal spinal curvatures, pelvic tilt and trunk inclination in cyclists of both cycling modalities; 2) to evaluate the specific spinal posture and pelvic tilt adopted on the road bicycle and cross-country mountain bike; and 3) to compare the spinal sagittal capacity of flexion and pelvic tilt mobility as well as hamstring muscle extensibility among road cyclists, cross-country mountain bikers and non-cyclists. Thirty matched road cyclists, 30 mountain bikers and 30 non-cyclists participated in this study. The road cyclists showed significantly greater thoracic kyphosis and trunk inclination than did the mountain bikers and non-cyclists in a standing posture. On the bicycle, the road bicycling posture was characterised by greater lumbar flexion and more significant anterior pelvic tilt and trunk inclination compared with the mountain biking posture. The thoracic spine was more flexed in mountain biking than in road cycling. Road cyclists had significantly greater hamstring muscle extensibility in the active knee extension test, and showed greater anterior pelvic tilt and trunk inclination capacity in the sit-and-reach test, compared with mountain bikers and non-cyclists. © Georg Thieme Verlag KG Stuttgart · New York.
Guo, Yanyong; Osama, Ahmed; Sayed, Tarek
Despite the recognized benefits of cycling as a sustainable mode of transportation, cyclists are considered vulnerable road users and there are concerns about their safety. Therefore, it is essential to investigate the factors affecting cyclist safety. The goal of this study is to evaluate and compare different approaches of modeling macro-level cyclist safety as well as investigating factors that contribute to cyclist crashes using a comprehensive list of covariates. Data from 134 traffic analysis zones (TAZs) in the City of Vancouver were used to develop macro-level crash models (CM) incorporating variables related to actual traffic exposure, socio-economics, land use, built environment, and bike network. Four types of CMs were developed under a full Bayesian framework: Poisson lognormal model (PLN), random intercepts PLN model (RIPLN), random parameters PLN model (RPPLN), and spatial PLN model (SPLN). The SPLN model had the best goodness of fit, and the results highlighted the significant effects of spatial correlation. The models showed that the cyclist crashes were positively associated with bike and vehicle exposure measures, households, commercial area density, and signal density. On the other hand, negative associations were found between cyclist crashes and some bike network indicators such as average edge length, average zonal slope, and off-street bike links. Copyright © 2018 Elsevier Ltd. All rights reserved.
Mulvaney, Caroline A; Smith, Sherie; Watson, Michael C; Parkin, John; Coupland, Carol; Miller, Philip; Kendrick, Denise; McClintock, Hugh
Cycling is an attractive form of transport. It is beneficial to the individual as a form of physical activity that may fit more readily into an individual's daily routine, such as for cycling to work and to the shops, than other physical activities such as visiting a gym. Cycling is also beneficial to the wider community and the environment as a result of fewer motorised journeys. Cyclists are seen as vulnerable road users who are frequently in close proximity to larger and faster motorised vehicles. Cycling infrastructure aims to make cycling both more convenient and safer for cyclists. This review is needed to guide transport planning. To:1. evaluate the effects of different types of cycling infrastructure on reducing cycling injuries in cyclists, by type of infrastructure;2. evaluate the effects of cycling infrastructure on reducing the severity of cycling injuries in cyclists;3. evaluate the effects of cycling infrastructure on reducing cycling injuries in cyclists with respect to age, sex and social group. We ran the most recent search on 2nd March 2015. We searched the Cochrane Injuries Group Specialised Register, CENTRAL (The Cochrane Library), MEDLINE (OvidSP), Embase Classic + Embase(OvidSP), PubMed and 10 other databases. We searched websites, handsearched conference proceedings, screened reference lists of included studies and previously published reviews and contacted relevant organisations. We included randomised controlled trials, cluster randomised controlled trials, controlled before-after studies, and interrupted time series studies which evaluated the effect of cycling infrastructure (such as cycle lanes, tracks or paths, speed management, roundabout design) on cyclist injury or collision rates. Studies had to include a comparator, that is, either no infrastructure or a different type of infrastructure. We excluded studies that assessed collisions that occurred as a result of competitive cycling. Two review authors examined the titles and
Prato, Carlo Giacomo; Halldórsdóttir, Katrín; Nielsen, Otto Anker
the cycling environment, (iii) estimating the model in value-of-distance rather than preference space, and (iv) not focusing only on preferences for traditional variables (e.g., distance, turns, hilliness, intersections, motorized road characteristics), but also on perceptions and preferences for bicycle...... and bridges, and cycling alongside residential and scenic areas; (ii) cyclists dislike cycling on unpaved and hilly surfaces and alongside larger roads; (iii) cyclists have clear perceptions about different types of bicycle facilities, with a preference for bicycle lanes and segregated paths; (iv) cyclists...
van der Voordt, D.J.M.; van Wegen, H.B.R.
In The Netherlands growing attention is being paid to slow traffic facilities. In order to increase road safety many municipalities build or intend to build underpasses for pedestrians and cyclists. However, such traffic solutions have disadvantages, too. Often people manifest feelings of being
Full Text Available Presented paper is focused on questions of cyclist transport in urban settings, specifically in the city of Pardubice. Emphasis is put on analysis of potentially conflict places, especially in interaction with pedestrians. Direct terrain observation and consequent evaluation of conflict potential are used as method for data collecting. When cycling routes are designed, the requirements of the cyclists should be taken into account in order to ensure that the routes are accepted. In order to make planning user oriented one has to know which criteria are important for cyclists` route choice. Until now not many studies were conducted on this topic in Czech Republic. Theoretical background used states 5 basic requirements for cycle routes. These are: 1. Coherence (the cycling infrastructure forms a coherent unit and links with all departure points and destinations of cyclist, 2. Directness (the cycling infrastructure continually offers the cyclists as direct a route as possible, so detours are kept to a minimum, 3. attractiveness (the cycling infrastructure is designed and fitted to the surroundings in such a way that cycling is attractive, 4. safety (the cycling infrastructure guarantees the road safety of cyclists and other road users, 5. comfort (the cycling infrastructure enables a quick and comfortable flow of bicycle traffic.. Planners need a clear understanding of what influences bicycling behavior to develop effective strategies to increase use of those modes. Transportation practitioners have largely focused on infrastructure and the built environment, although researchers have found that attitudes are also very important. Theory of planned behavior (Ajzen, 1985 - intentions to perform behaviors of different kinds can be predicted with high accuracy from attitudes toward the behavior, subjective norms, and perceived behavioral control; and these intentions, together with perceptions of behavioral control, account for considerable variance in
A/L V.Nagarrettinam Mahesh
Full Text Available In Malaysia, most of the accidents involving a bicycle and another vehicle are due to either the driver or rider ‘failing to look properly’. This is more significant with the government initiatives to support the use of bicycle making the carbon-free environment, a vision of TN50. This research addresses the safety aspect of the cyclists in terms of the driver’s point of view which improves cyclist visibility during driving. The proposed helmet system implements a rule-based algorithm which predicts the turning and braking movement of the cyclists. With this system, additional illumination and signaling are provided for the cyclists. The major challenge faced is the implementation of an algorithm for various situations of cycling. To ensure the system could be used on the road, the accuracy and speed of the automatic signaling system need to adhere. Situations that affects the output of the indicators include bicycle speed, the angle of turning, body tilt, duration of turn and random body movements. This paper implements a 3-axis accelerometer and a microcontroller in a data logger to acquire the required data which are analyzed in MATLAB. Using filtering technique, the acquired data are then be cleaned to remove noise due to vibration during cycling. The characteristics of braking and turning are then analyzed in the time domain as well as frequency domain to ensure the optimum algorithm used for gesture recognition and movement prediction. The algorithm is based on sliding window, FFT and threshold-based rule algorithm. The output based on the rule-based algorithm then illuminate the corresponding signals which provide the safety feature of the system.
Johnson, Marilyn; Newstead, Stuart; Charlton, Judith; Oxley, Jennifer
This study determined the rate and associated factors of red light infringement among urban commuter cyclists. A cross-sectional observational study was conducted using a covert video camera to record cyclists at 10 sites across metropolitan Melbourne, Australia from October 2008 to April 2009. In total, 4225 cyclists faced a red light and 6.9% were non-compliant. The main predictive factor for infringement was direction of travel, cyclists turning left (traffic travels on the left-side in Australia) had 28.3 times the relative odds of infringement compared to cyclists who continued straight through the intersection. Presence of other road users had a deterrent effect with the odds of infringement lower when a vehicle travelling in the same direction was present (OR=0.39, 95% CI 0.28-0.53) or when other cyclists were present (OR=0.26, 95% CI 0.19-0.36). Findings suggest that some cyclists do not perceive turning left against a red signal to be unsafe and the opportunity to ride through the red light during low cross traffic times influences the likelihood of infringement. Copyright © 2010 Elsevier Ltd. All rights reserved.
Dubbeldam, R.; Baten, C.; Buurke, J. H.; Rietman, J. S.
Older cyclists remain at high risk of sustaining an injury after a fall with their bicycle. A growing awareness for the need and possibilities to support safety of older cyclists has been leading to bicycle design ideas. However, the effectiveness and acceptance of such designs has not been studied
de Waard, Dick; Westerhuis, Frank; Lewis-Evans, Ben
Operating a mobile telephone while riding a bicycle is fairly common practice in the Netherlands, yet it is unknown if this use is stable or increasing. As such, whether the prevalence of mobile phone use while cycling has changed over the past five years was studied via on-road observation. In addition the impact of mobile phone use on lateral position, i.e. distance from the front wheel to the curb, was also examined to see if it compared to the results seen in previous experimental studies. Bicyclists were observed at six different locations and their behaviour was scored. It was found that compared to five years ago the use of mobile phones while cycling has changed, not in frequency, but in how cyclists were operating their phones. As found in 2008, three percent of the bicyclists were observed to be operating a phone, but a shift from calling (0.7% of cyclists observed) to operating (typing, texting, 2.3% of cyclists) was found. In 2008 nearly the complete opposite usage was observed: 2.2% of the cyclists were calling and 0.6% was texting. Another finding was that effects on lateral position were similar to those seen in experimental studies in that cyclists using a phone maintained a cycling position which was further away from the curb. It was also found that when at an intersection, cyclist's operating their phone made less head movements to the right than cyclists who were just cycling. This shift from calling to screen operation, when combined with the finding related to reduced head movements at intersections, is worrying and potentially dangerous. Copyright © 2015 Elsevier Ltd. All rights reserved.
Ferrer, A.; Hair-Buijssen, S.H.H.M. de; Zander, O.; Fredriksson, R.; Schaub, S.; Nuss, F.; Caspar, M.
Pedestrians and cyclists are the most unprotected road users and their injury risk in case of accidents is significantly higher than for other road users. The understanding of the influence and sensitivity between important variables describing a pedestrian crash is key for the development of more
Stoneham, Adam; Thway, Khin; Messiou, Christina; Smith, Myles
A fit and active amateur cyclist was referred by his general practitioner to a surgical oncology outpatient clinic with a slowly-growing perineal mass. Following clinical examination, the patient underwent imaging and biopsy at a tertiary soft tissue tumour centre, which diagnosed perineal nodular induration: a rare, benign tumour caused by repetitive trauma associated with 'saddle sports' such as cycling or horse riding. It is important to consider soft tissue tumours in patients who present with 'lumps and bumps'; they can occur anywhere in the body including the groin or perineum, where it is sometimes referred to as a 'third' or 'accessory' testicle in men. Although unusual, the case emphasises the importance of rapid specialist referral from primary care, and consideration of a patient's occupation and hobbies when formulating diagnoses. 2016 BMJ Publishing Group Ltd.
Uittenbogaard, J.; Camp, O.M.G.C. op den; Montfort, S. van
The number of fatalities in road traffic accidents in Europe is decreasing. Unfortunately, the number of fatalities among cyclists does not follow this trend with the same rate . The au-tomotive industry is making a significant effort in the development and implementation of safety systems in
Vuong, P N; Camuzard, P; Schoonaert, M F
The cytologic and histologic findings from two cases of perineal nodular indurations observed in two cyclists are reported. These lesions, also referred to as "accessory testicles" or "third testicle" or "ischial hygromas" of cyclists, consist of a localized aseptic area of necrosis with pseudocyst formation involving connective tissue in the superficial fascia of the perineum. These histologic findings, which were seen in the subsequent surgical specimens in these two cases, were reflected in the fine needle aspiration findings. The aspirates contained few cellular elements, mainly a few vacuolated histiocytes, against a background of fibrinous material. These indurations, which develop as a result of repeated, chronic microtrauma to the perineum impressed by the vibration of the saddle of the bicycle, constitute an authentic handicap for the professional cyclist and are a contraindication to cycling for amateur cyclists.
Camp, O.M.G.C. op den; Montfort, S. van; Uittenbogaard, J.; Welten, J.C.
From 2018, AEB systems dedicated to avoid or mitigate passenger car-to-cyclist collisions will be considered in the safety assessment by Euro NCAP. To test such systems, appropriate equipment has been developed in the project CATS “Cyclist-AEB Testing System.” Moreover, the project dealt with
Montfort, S. van; Camp, O.M.G.C. op den; Fritz, M.; Wimmer, T.
From 2018, AEB systems dedicated to avoid or mitigate car-to-cyclist collisions will be included in the safety assessment by Euro NCAP  & . To test such systems, appropriate equipment and a test procedure are being developed in the project CATS (Cyclist-AES Testing System). Accidentology was
Full Text Available Nearly 1.3 million people die in road crashes each year, on average 3,287 deaths a day. In 2013 in the European Union more than 6 % of all who died in road traffic crashes were cyclists. The number of cyclist killed on roads in the EU has decreased by only 9 %, compared to the total fatality decrease of 18 % from 2010 to 2013. The majority of cyclist fatalities are males (78 %. For the larger countries, Belgium and The Netherlands had the highest proportion of female cyclist fatalities (> 30 %. In general, 55 % of the bicycle fatalities in the EU countries were killed inside urban areas but there are large differences between the countries. In the last couple of years there has been an enormous effort on reduction in cycling fatality numbers across almost all ages in the EU. As a result of this effort, the number of accidents started to slightly decrease.
Lion, Alexis; Vibert, Dominique; Bosser, Gilles; Gauchard, Gérome C; Perrin, Philippe P
Vertigo has been described after the practice of mountain bike. This study aimed to investigate the prevalence of vertigo following competitions or training sessions of downhill mountain biking (DMB) or road cycling (RC). One hundred and two DMB riders, 79 road cyclists and 73 control participants filled in a survey intended to evaluate the prevalence of vertigo in daily living activities and following competitions or training sessions. Vertigo causal factors (crashes, head trauma, fatigue, characteristics of the path/road ridden) were recorded. DMB riders and road cyclists did not report more vertigo during daily living activities than controls. But DMB riders older than 30 had more risk to report vertigo than age-matched road cyclists (OR: 5.06, 95% CI: 1.23-20.62). Road cyclists aged between 20 and 29 were 2.59-fold (95% CI: 1.06-6.27) more likely to report vertigo than controls. After competitions and training sessions, DMB riders were 2.33-fold (95% CI: 1.22-4.41) more likely to report vertigo than road cyclists. Vertigo causal factors were crash with head trauma in DMB riders and fatigue in road cyclists. Vertigo during daily living activities may be of concern for cyclists, particularly older DMB riders. The accumulation of impacts (crashes, vibrations) during the career of a DMB rider may generate micro-traumatisms of the central nervous system and/or peripheral vestibular structures, particularly the otolith organs. In RC, the pathophysiological mechanisms generating vertigo might be effort-related disturbance of homeostasis. To avoid injuries, DMB riders should be aware that vertigo may occur at the end of training sessions or competitions.
Heesch, Kristiann C; Sahlqvist, Shannon; Garrard, Jan
Objective Harassment from motorists is a major constraint on cycling that has been under-researched. We examined incidence and correlates of harassment of cyclists. Methods Cyclists in Queensland, Australia were surveyed in 2009 about their experiences of harassment while cycling, from motor vehicle occupants. Respondents also indicated the forms of harassment they experienced. Logistic regression modeling was used to examine gender and other correlates of harassment. Results Of 1830 respondents, 76% of men and 72% of women reported harassment in the previous 12 months. The most reported forms of harassment were driving too close (66%), shouting abuse (63%), and making obscene gestures/sexual harassment (45%). Older age, overweight/obesity, less cycling experience (<2 years) and less frequent cycling (<3 days/week) were associated with less likelihood of harassment, while living in highly advantaged areas (SEIFA deciles 8 or 9), cycling for recreation, and cycling for competition were associated with increased likelihood of harassment. Gender was not associated with reports of harassment. Conclusions Efforts to decrease harassment should include a closer examination of the circumstances that give rise to harassment, as well as fostering road environments and driver attitudes and behaviors that recognize that cyclists are legitimate road users. PMID:22001076
Full Text Available Growth of motorization level leads to the necessity of crossroads modernization and this is reflected in the other movement participants. This article discusses and compares the methods of cyclists traffic management on roundabout in terms of security, efficiency of implementation, simplicity of organization and cost.
Mørkeberg, J S; Belhage, B; Damsgaard, R
samples were obtained from 28 elite, male cyclists. Blood was analyzed for hematocrit (Hct), hemoglobin concentration ([Hb]) and % reticulocytes. Seventy-six percent of all samples were collected out-of-competition (OOC). From December 2006 to September 2007, the average Hct and [Hb] decreased by 4...
Jarjour, Sarah; Jerrett, Michael; Westerdahl, Dane; de Nazelle, Audrey; Hanning, Cooper; Daly, Laura; Lipsitt, Jonah; Balmes, John
A travel mode shift to active transportation such as bicycling would help reduce traffic volume and related air pollution emissions as well as promote increased physical activity level. Cyclists, however, are at risk for exposure to vehicle-related air pollutants due to their proximity to vehicle traffic and elevated respiratory rates. To promote safe bicycle commuting, the City of Berkeley, California, has designated a network of residential streets as "Bicycle Boulevards." We hypothesized that cyclist exposure to air pollution would be lower on these Bicycle Boulevards when compared to busier roads and this elevated exposure may result in reduced lung function. We recruited 15 healthy adults to cycle on two routes - a low-traffic Bicycle Boulevard route and a high-traffic route. Each participant cycled on the low-traffic route once and the high-traffic route once. We mounted pollutant monitors and a global positioning system (GPS) on the bicycles. The monitors were all synced to GPS time so pollutant measurements could be spatially plotted. We measured lung function using spirometry before and after each bike ride. We found that fine and ultrafine particulate matter, carbon monoxide, and black carbon were all elevated on the high-traffic route compared to the low-traffic route. There were no corresponding changes in the lung function of healthy non-asthmatic study subjects. We also found that wind-speed affected pollution concentrations. These results suggest that by selecting low-traffic Bicycle Boulevards instead of heavily trafficked roads, cyclists can reduce their exposure to vehicle-related air pollution. The lung function results indicate that elevated pollutant exposure may not have acute negative effects on healthy cyclists, but further research is necessary to determine long-term effects on a more diverse population. This study and broader field of research have the potential to encourage policy-makers and city planners to expand infrastructure to
Safety concepts for the design of transport and traffic facilities for pedestrians, cyclists, children and disabled in urban areas. Contribution to the 5th National Congress on Traffic Safety, Barcelona, Spain, November 24-26, 1982.
The "vulnerable" road users, pedestrians, cyclists, children and disabled in urban -areas mainly are victims of motorised traffic. The intensity and speed of this motorized traffic are the main agents for the unsafety of the "vulnerable" road users. Safety concepts for urban areas should be directed
Limited research has focused on different types of cycling events and how these participants differ in terms of their socio-economic and behavioural profiles. This research attempts to fill the gap in the literature regarding the travel motives of participants in cycling events. A sample from the participants at two different cycling ...
Víctor Marín Puchades
Full Text Available Road anger constitutes one of the determinant factors related to safety outcomes (e.g., accidents, near misses. Although cyclists are considered vulnerable road users due to their relatively high rate of fatalities in traffic, previous research has solely focused on car drivers, and no study has yet investigated the effect of anger on cyclists’ safety outcomes. The present research aims to investigate, for the first time, the effects of cycling anger toward different types of road users on near misses involving such road users and near misses in general. Using a daily diary web-based questionnaire, we collected data about daily trips, bicycle use, near misses experienced, cyclist’s anger and demographic information from 254 Spanish cyclists. Poisson regression was used to assess the association of cycling anger with near misses, which is a count variable. No relationship was found between general cycling anger and near misses occurrence. Anger toward specific road users had different effects on the probability of near misses with different road users. Anger toward the interaction with car drivers increased the probability of near misses involving cyclists and pedestrians. Anger toward interaction with pedestrians was associated with higher probability of near misses with pedestrians. Anger toward cyclists exerted no effect on the probability of near misses with any road user (i.e., car drivers, cyclists or pedestrians, whereas anger toward the interactions with the police had a diminishing effect on the occurrence of near misses’ involving all types of road users. The present study demonstrated that the effect of road anger on safety outcomes among cyclists is different from that of motorists. Moreover, the target of anger played an important role on safety both for the cyclist and the specific road users. Possible explanations for these differences are based on the difference in status and power with motorists, as well as on the potential
Martins, L.; Gaidos, O.; dos Santos, I.
The monitoring of cyclists during physical activity is an important factor to improve their performance. We discuss a new approaches based on smartphone for monitoring physiological signal wirelessly for cyclists, using a pulse oximeter sensor attached to the rider's forehead. This paper presents a wireless pulse Oximeter that was developed with a Nellcor's module, which uses the Standard Host Interface Protocol (SHIP) for communication with the Bluetooth module and sends data for a Smartphone with Android O.S. Then these data are shown in the screen: the heartbeat and saturation percentage. The application was created with App Inventor and the data are sent to Google Maps via Twitter. The results demonstrate the possibility of developing a successful prototype.
Lee, Okseon; Ravizza, Dean M.; Muller, Susan M.; Satern, Miriam N.
Physical education teacher education programs provide teacher candidates with the knowledge, skills and dispositions required to impact student learning. Over the course of a long and successful career, however, quality physical education teachers must continue to adapt to the changing demands of their profession. The professional growth that…
Schepers, Paul; Heinen, Eva; Methorst, Rob; Wegman, Fred
Bicycle-motor vehicle crashes are concentrated along distributor roads where cyclists are exposed to greater volumes of high-speed motorists than they would experience on access roads. This study examined the road safety impact of network-level separation of vehicular and cycle traffic in Dutch
Schepers, P. Heinen, E. Methorst, R. & Wegman, F.
Bicycle-motor vehicle crashes are concentrated along distributor roads where cyclists are exposed to greater volumes of high-speed motorists than they would experience on access roads. This study examined the road safety impact of network-level separation of vehicular and cycle traffic in Dutch
Arifin, M. Z.; Agustin, I. W.
Utilization of bicycles as an environmentally friendly mode of transportation is reconcerned as the development of sustainable transportation programs. The use of bicycles in some developed countries such as the Netherlands is 27 per cent of total travel, while for developing countries such as Indonesia, cyclists are less than 1% of total travel with low educated characteristics (65 per cent) and low income (48 per cent). Cyclist reduces dependencies on petroleum and environmental pollution as well as lessen the occurrence of congestion and traffic accidents involving motor vehicles. It was necessary to know the behavior and interaction of bicycle riders with other vehicle users in a heterogeneous traffic flow. The main purpose of the research is to create a model of bicycle accidents to increase the road traffic safety in Malang city and Blitar city. The research used analyses of frequency, the road’s level of service, and multiple linear regression. The results showed that there was a need for a development basis of a special lane for bicycle. It aims to reduce the level and number of cyclist accidents and to achieve transportation safety as well as to raise public awareness in traffic safety.
Fernández Heredia, Álvaro; Monzón de Cáceres, Andrés
A lot of cities are experiencing an increase of cycling in their daily urban trips. This produce benefits for all citizens and many decision-makers are designing policies to improve bike use. However, this is not possible without a cycling demand management policy, which should be based on the scientific knowledge of cyclist behaviour key factors. In the scientific literature we can find many references about factors affecting bicycle use. They are oriented either to show qualitative analysis...
Full Text Available The factors associated with severity of the bicycle crashes may differ across different bicycle crash patterns. Therefore, it is important to identify distinct bicycle crash patterns with homogeneous attributes. The current study aimed at identifying subgroups of bicycle crashes in Italy and analyzing separately the different bicycle crash types. The present study focused on bicycle crashes that occurred in Italy during the period between 2011 and 2013. We analyzed categorical indicators corresponding to the characteristics of infrastructure (road type, road signage, and location type, road user (i.e., opponent vehicle and cyclist's maneuver, type of collision, age and gender of the cyclist, vehicle (type of opponent vehicle, and the environmental and time period variables (time of the day, day of the week, season, pavement condition, and weather. To identify homogenous subgroups of bicycle crashes, we used latent class analysis. Using latent class analysis, the bicycle crash data set was segmented into 19 classes, which represents 19 different bicycle crash types. Logistic regression analysis was used to identify the association between class membership and severity of the bicycle crashes. Finally, association rules were conducted for each of the latent classes to uncover the factors associated with an increased likelihood of severity. Association rules highlighted different crash characteristics associated with an increased likelihood of severity for each of the 19 bicycle crash types.
Alan M Batt
Full Text Available Background The impact of social media and online learning in health professions education has previously shown generally positive results in medical, nursing and pharmacy students. To date there has not been any extensive research into social media and online learning use by prehospital health care professionals such as paramedics. Aim & Methods We sought to identify the extent to which Irish pre-hospital practitioners make use of online learning and social media for continuous professional competency (CPC, and the means by which they do so. A cross-sectional online survey of practitioners was conducted to obtain both quantitative and qualitative data. The release of the survey was in a controlled manner to PHECC registrants via various channels. Participation was voluntary and anonymous. Results A total of 248 respondents completed the survey in full by closing date of 31 March 2015, representing 5.4% of all registrants (n=4,555. 77% of respondents were male, and the majority were registered as Emergency Medical Technicians (49%, followed by Advanced Paramedics (26%. Over 78% of respondents used a mobile device in the course of their clinical duties; the majority used an iOS device. Social media and online learning were considered learning tools by over 75% of respondents, and over 74% agreed they should be further incorporated into prehospital education. The most popular platforms for CPC activities were YouTube and Facebook. The majority of respondents (88% viewed self-directed activities to constitute continuous professional development activity, but 64% felt that an activity that resulted in the awarding of a certificate was better value. Over 90% of respondents had previous experience with online learning, but only 42% indicated they had previously purchased or paid for online learning. Conclusion Prehospital practitioners in Ireland in the population studied consider online learning and social media acceptable for CPC purposes. The main
The rapid growth in the use of ultrasound as a diagnostic imaging technology over the past forty years, has led to a demand for a workforce with the appropriate skills to perform and interpret the scans. In the UK, ultrasound investigations now comprise the largest group of all diagnostic imaging examinations. 1 However, there remains no statutory regulation of the practice of sonography in the UK, and little recognition of the considerable training that many practitioners have undertaken to obtain the skills to become safe and competent sonographers. Many in the field consider that this should change, and are working to obtain professional status for the practice of sonography. 2–5 Although the Health Care Professions Council (HCPC) has recommended regulation of sonography practice, this is unlikely to happen in the near future. This paper discusses the evolution of sonography practice and explores some of the complex issues associated with the professionalisation of sonography
Day, Donald D; Hand, Mikel W; Jones, Ann R; Harrington, Nancy Kay; Best, Robyn; LeFebvre, Kristine B
Combining the recommendations of the Institute of Medicine's report on the future of nursing, an Oncology Nursing Society (ONS) leadership think tank, and current evidence, the ONS Leadership Competencies were developed to provide all nurses with a pathway to advance their leadership skills and abilities. Generated through a systematic approach of literature review, data synthesis, and peer and expert review, the ONS Leadership Competencies are divided into five domains: vision, knowledge, interpersonal effectiveness, systems thinking, and personal mastery. Each of the competencies can be measured at the individual, group, and governance levels. They serve as a means of self-assessment, growth, future planning, and professional development. This article describes the process used to develop the ONS Leadership Competencies and offers examples of how they may be used in practice.
In this paper some aspects of the safety of elderly pedestrians and cyclists will be addressed. First, fatality data concerning older pedestrians and cyclists will be presented for a number of countries. Then, attention will be paid to fatality rates per 100,000 inhabitants, and the risks of elderly
Shen, Jie; Wan, Mi; Shi, Jiafeng
The surface roughness of roads is an essential road characteristic. Due to the employed carrying platforms (which are often cars), existing measuring methods can only be used for motorable roads. Until now, there has been no effective method for measuring the surface roughness of un-motorable roads, such as pedestrian and bicycle lanes. This hinders many applications related to pedestrians, cyclists and wheelchair users. In recognizing these research gaps, this paper proposes a method for measuring the surface roughness of pedestrian and bicycle lanes based on Global Positioning System (GPS) and accelerometer sensors on bicycle-mounted smartphones. We focus on the International Roughness Index (IRI), as it is the most widely used index for measuring road surface roughness. Specifically, we analyzed a computing model of road surface roughness, derived its parameters with GPS and accelerometers on bicycle-mounted smartphones, and proposed an algorithm to recognize potholes/humps on roads. As a proof of concept, we implemented the proposed method in a mobile application. Three experiments were designed to evaluate the proposed method. The results of the experiments show that the IRI values measured by the proposed method were strongly and positively correlated with those measured by professional instruments. Meanwhile, the proposed algorithm was able to recognize the potholes/humps that the bicycle passed. The proposed method is useful for measuring the surface roughness of roads that are not accessible for professional instruments, such as pedestrian and cycle lanes. This work enables us to further study the feasibility of crowdsourcing road surface roughness with bicycle-mounted smartphones. PMID:29562731
Wallqvist, V; Kjell, G; Cupina, E; Kraft, L; Deck, C; Willinger, R
When many fields of pedestrian and cyclist safety have been extensively studied, the surfacing has long been left unquestioned, despite being developed for another mode of transport and being one of the main causes for falls and fall injuries. In this project new surfacing materials for pedestrian and cyclist safety have been produced. Focusing on augmenting previously largely disregarded parameters as impact absorption, comfort and visibility at the same time as avoiding deteriorating of crucial parameters as friction and wear resistance. Rubber content, binder type, and pigment addition have been varied and evaluated. The results demonstrate that by increasing rubber content of the mixtures the head injury criterion (HIC) value and injury risk can be decreased while maintaining frictional properties according to existing criteria. Assembly of test-lanes demonstrate that some developed materials experience lower flow and component separation than standard materials due to rubber addition, calling for further optimisation of construction procedure linked to content development. Initial trials on the test-lanes indicate that a polyurethane (PU) based material has high cycling comfort, visibility and can be modified with phosphorescence properties. For standard asphalt, impact absorption might be inflicted by modification of bitumen alone but is mostly augmented by rubber addition. The results also indicate that rubber content can decrease ice formation on the materials. Copyright © 2016 Elsevier Ltd. All rights reserved.
Kaplan, Sigal; Giacomo Prato, Carlo
Urban and transport planners worldwide have recently designed and implemented policies for increasing the number of cyclists. Although cycling is on the rise even in car-oriented cities and regions, the fear of being involved in a crash is still the main obstacle to further increases in cycling market shares. The current study proposes the first joint model of frequency and severity of cyclist-motorist collisions with the aim of unraveling the factors contributing to both the probability of being involved in a crash and, conditional on the crash occurrence, experiencing a severe injury outcome. A multivariate Poisson-lognormal model with correlated autoregressive priors was estimated on a sample of 5,349 cyclist-motorist crashes that occurred in the Copenhagen region between 2009 and 2013. The model considered the links of the road network in the region as the unit of observation, controlled for traffic exposure of nonmotorized and motorized transport modes, evaluated the effect of infrastructure and land use, and accounted for heterogeneity and spatial correlation across links. Results confirmed the existence of the phenomenon of safety in numbers and added to the narrative by emphasizing that the most severe crashes are the ones most benefiting from an increase in the number of cyclists. In addition, results argued that the construction of Copenhagen-style bicycle paths would significantly contribute to increasing safety, especially in suburban areas where the speed differential between cyclists and motorists is greater. Last, results illustrated a need for thinking about cycling safety in intersection design and reflecting on the importance of spatial and aspatial correlation both within and between injury categories. The findings from this study illustrated how encouraging cycling would increase safety in relation to the phenomenon of safety in numbers and how, in turn, increasing safety would convince more people to cycle. In addition, they suggested how the
Lastella, M; Roach, G D; Halson, S L; Martin, D T; West, N P; Sargent, C
Professional cycling is considered one of the most demanding of all endurance sports. The three major professional cycling stages races (i.e. Tour de France, Giro d'Italia and Vuelta a España) require cyclists to compete daily covering between ~150-200 km for three consecutive weeks. Anecdotal evidence indicates that such an event has a significant effect on the sleep, mood, and general well-being of cyclists, particularly during the latter stages of the event. The primary aim of this study was to simulate a grand tour and determine the impact a grand tour has on the sleep, mood, and general well-being of competitive cyclists. Twenty-one male cyclists (M±SD, age 22.2±2.7 years) were examined for 39 days across three phases (i.e. baseline, simulated grand tour, and recovery). Sleep was assessed using sleep diaries and wrist activity monitors. Mood and general well-being were assessed using the Brunel Mood Scale (BRUMS) and Visual Analogue Scales (VAS). The amount and quality of sleep as assessed by the wrist activity monitors declined during the simulated grand tour. In contrast, self-reported sleep quality improved throughout the study. Cyclists' mood and general well-being as indicated by vigour, motivation, physical and mental state declined during the simulated tour. Future investigations should examine sleep, mood and well-being during an actual grand tour. Such data could prove instrumental toward understanding the sleep and psychological changes that occur during a grand tour.
Seidman, Michael D; Wertz, Anna G; Smith, Matthew M; Jacob, Steve; Ahsan, Syed F
Objective Determine if the noise levels of wind exposure experienced by cyclists reach levels that could contribute to noise-induced hearing loss. Study Design Industrial lab research. Setting Industrial wind tunnel. Subjects and Methods A commercial-grade electric wind tunnel was used to simulate different speeds encountered by a cyclist. A single cyclist was used during the simulation for audiometric measurements. Microphones attached near the ears of the cyclist were used to measure the sound (dB sound pressure level) experienced by the cyclist. Loudness levels were measured with the head positioned at 15-degree increments from 0 degrees to 180 degrees relative to the oncoming wind at different speeds (10-60 mph). Results Wind noise ranged from 84.9 dB at 10 mph and increased proportionally with speed to a maximum of 120.3 dB at 60 mph. The maximum of 120.3 dB was measured at the downwind ear when the ear was 90 degrees away from the wind. Conclusions Wind noise experienced by a cyclist is proportional to the speed and the directionality of the wind current. Turbulent air flow patterns are observed that contribute to increased sound exposure in the downwind ear. Consideration of ear deflection equipment without compromising sound awareness for cyclists during prolonged rides is advised to avoid potential noise trauma. Future research is warranted and can include long-term studies including dosimetry measures of the sound and yearly pre- and postexposure audiograms of cyclists to detect if any hearing loss occurs with long-term cycling.
Tengattini, Simone; Bigazzi, Alexander York
This study investigates the rolling and drag resistance parameters and bicycle and cargo masses of typical urban cyclists. These factors are important for modelling of cyclist speed, power and energy expenditure, with applications including exercise performance, health and safety assessments and transportation network analysis. However, representative values for diverse urban travellers have not been established. Resistance parameters were measured utilizing a field coast-down test for 557 intercepted cyclists in Vancouver, Canada. Masses were also measured, along with other bicycle attributes such as tire pressure and size. The average (standard deviation) of coefficient of rolling resistance, effective frontal area, bicycle plus cargo mass, and bicycle-only mass were 0.0077 (0.0036), 0.559 (0.170) m 2 , 18.3 (4.1) kg, and 13.7 (3.3) kg, respectively. The range of measured values is wider and higher than suggested in existing literature, which focusses on sport cyclists. Significant correlations are identified between resistance parameters and rider and bicycle attributes, indicating higher resistance parameters for less sport-oriented cyclists. The findings of this study are important for appropriately characterising the full range of urban cyclists, including commuters and casual riders.
Scholliers, J.; Sambeek, M. van; Moerman, K.
Introduction: This paper describes the development of an architecture for the integration of Vulnerable Road Users (VRUs), i.e. pedestrians, cyclists and powered two-wheelers (PTWs) in Cooperative ITS (C-ITS) systems, and the requirements for VRU devices. Methods: This paper starts with a literature
Berghmans, P; Bleux, N; Int Panis, L; Mishra, V K; Torfs, R; Van Poppel, M
Estimating personal exposure to air pollution is a crucial component in identifying high-risk populations and situations. It will enable policy makers to determine efficient control strategies. Cycling is again becoming a favorite mode of transport both in developing and in developed countries due to increasing traffic congestion and environmental concerns. In Europe, it is also seen as a healthy sports activity. However, due to high levels of hazardous pollutants in the present day road microenvironment the cyclist might be at a higher health risk due to higher breathing rate and proximity to the vehicular exhaust. In this paper we present estimates of the exposure of a cyclist to particles of various size fractions including ultrafine particles (UFP) in the town of Mol (Flanders, Belgium). The results indicate relatively higher UFP concentration exposure during morning office hours and moderate UFP levels during afternoon. The major sources of UFP and PM(10) were identified, which are vehicular emission and construction activities, respectively. We also present a dust mapping technique which can be a useful tool for town planners and local policy makers.
Antonella Del Rosso
Around 50 road accidents happen every year at CERN. Cyclists, drivers and pedestrians must pay attention to their behaviour at all times to ensure that this doesn’t become an even more serious problem. Even if the Laboratory’s sites are not exactly downtown Shanghai, all road users need to make a little effort. So let’s do it! Life at CERN: let’s stick to accumulating scientific data rather than road accidents! (Cartoon by Cian O'Luanaigh) Despite a dedicated Safety Code in force since 1990, “traffic-calming” measures put in place last year, several reminders in the Bulletin and frequent safety campaigns, the number of accidents, particularly those involving cyclists, has remained high since 2008. Luckily, no-one has been seriously injured but it is more and more frequent to experience near misses or actual accidents, whether in a car or on a bike. Incivilities, excessive speeding (also for bikes!) and answering ...
Winkler, Dennis; Goudie, Stuart T; Court-Brown, Charles M
To investigate the changing epidemiology of open fractures in vehicle occupants, pedestrians, motorcyclists and cyclists. Data on all non-spinal open fractures admitted to the Royal Infirmary of Edinburgh after a road traffic accident between 1988 and 2010 were collected and analysed to provide information about the changing epidemiology in different patient groups. Demographic information was collected on all patients with the severity of injury being analysed with the Injury Severity Score (ISS), Musculoskeletal Index (MSI) and the number of open fractures. The severity of the open fractures was analysed using the Gustilo classification. The 23-year study period was divided into four shorter periods and the results were compared. There were 696 patients treated in 23 years. Analysis showed that the incidence of RTA open fractures initially fell in both males and females and continued to fall in females during the 23 years. In males it levelled off about 2000. The age of the female patients also fell during the study period but it did not change in males. The only patient group to show an increased incidence of open fractures were cyclists. In vehicle occupants the incidence fell throughout the study period but it levelled off in pedestrians and motorcyclists. There was no difference in the severity of injury in any group during the study period. The most severe open fractures were those of the distal femur and femoral diaphysis although open tibial diaphyseal fractures were the most common fracture in all patient groups. Improved car design and road safety legislation has resulted in a reduction in the incidence of open fractures in vehicle occupants, pedestrians and motorcyclists. The most obvious group to have benefitted from this are older female pedestrians. The only group to show an increase in age during the study period were male motorcyclists. Copyright © 2017 Elsevier Ltd. All rights reserved.
Full Text Available In order to reduce a road monitoring cost, we propose a system to monitor extensively road condition by cyclists with a smartphone. In this paper, we propose two methods towards road monitoring. First is to classify road signals to four road conditions. Second is to extract road signal from a smartphone's accelerometer in three positions: pants' side pocket, chest pocket and a bag in a front basket. In pants' side pocket, road signal is extracted by Independent Component Analysis. In chest pocket and bag in a front basket, road signal is extracted by selecting 1-axis affected from gravitational acceleration. In the experiment of the classification method, overall accuracy was 75%. The experimental results of the extraction methods with correlation coefficient showed the overall accuracy were more than 0.7 in pants' side pocket and chest pocket, the overall accuracy was less than 0.3 in bag in a front basket.
Cara, I.; Gelder, E.D.
The number of fatal car-cyclist accidents is increasing. Advanced Driver Assistance Systems (ADAS) can improve the safety of cyclists, but they need to be tested with realistic safety-critical car-cyclist scenarios. In order to store only relevant scenarios, an online classification algorithm is
Hansen, Karsten Bruun; Nielsen, Thomas Alexander Sick
are very positive about their commute - pointing to positive experiences, better mood, and stress relief as experiences related to their cycle trip to work. Policy support should devote attention to unlocking the potential that may be embedded in individuals combining their exercise and travel time......, commuter cyclists (>5 km from home to work) have more mobility options, higher incomes, and a longer education than other commuter cyclists. The main motive for longer distance cycling is physical exercise, followed by reduced costs and time used for traveling. The long distance commuter cyclists surveyed......, budgets to promote active travel to work as well as the role of psychological benefits as a factor in promoting and sustaining cycling practices....
Hels, Tove; Orozova-Bekkevold, Ivanka
Roundabouts are known to result in fewer traffic accidents than traditional intersections. However, this is to a lesser degree true for bicycles than for vehicles. In this paper, we aimed at establishing statistical relationships through Poisson regression and logistic regression analyses between...... was age of the roundabout-older roundabouts related to more accidents and higher accident probability. Excluding 48 single cyclist accidents strengthened the relationship between accidents on one hand and vehicle and cyclist volume and potential vehicle speed on the other. This stresses the significance...
Marcelo Vitor da Costa
Full Text Available http://dx.doi.org/10.5007/1980-0037.2012v14n6p660 The aim of this study was to compare the electromyographic indices of fatigue (slope of median frequency calculated with the fast Fourier transform (FFT and wavelet transform (WT in trained and untrained individuals during cycle exercise. A second objective was to compare the variance of the spectral parameters (median frequency - MF obtained by the FFT and WT during exercise. Twelve cyclists and non-cyclists performed a maximal incremental test to determine the peak power (Wp and electromyographic activity of the vastus lateralis (VL, rectus femoris (RF, biceps femoris (BF, semitendinous (ST and tibialis anterior (TA. Mean values of median frequency, determined by the FFT and WT, were used for the spectral analysis of the electromyographic signals of the studied muscles. The analyzed parameters were obtained for each time period corresponding to 0, 25, 50, 75, and 100% of total duration of the maximal incremental test. No statistically significant differences were found in the values of MF and electromyographic indices of fatigue between the two techniques (FT and WT both in the cyclists and non-cyclists group (P>0.05. Regarding the MF variance, statistically significant differences were found in all analyzed muscles, as well as in different time periods, both in the cyclists and non-cyclists groups when comparing the FFT and WT techniques (P<0.05. The WT seems to be more adequate to dynamic tasks, since it does not require the signal to be quasi-stationary, unlike the limitation imposed upon the use of the FFT.
Blocken, B.J.E; Toparlar, Y.; Andrianne, Th.
In recent years, many accidents have occurred between cyclists and in-race motorcycles, even yielding fatal injuries. The accidents and the potential aerodynamics issues have impelled the present authors to perform dedicated wind-tunnel measurements and Computational Fluid Dynamics (CFD) simulations
origin (Fig. 1). e nodule measured 12 mm × 7 mm × 15 mm and showed no flow on Doppler. A magnetic resonance image (MRI) of the pelvis was also performed and showed a poorly circumscribed nodule, isointense to muscle on all sequences, in the right perineum (Fig. 2). A diagnosis of a cyclist's nodule was made ...
Lahrmann, Harry; Madsen, Tanja Kidholm Osmann; Olesen, Anne Vingaard
Highlights •A randomised controlled trial with 6793 cyclists shows a reduced accident risk due to a yellow bicycle jacket. •The test group had 47% fewer multiparty accidents with personal injury. •The test group had 55% fewer multiparty accidents against motorised vehicles....
in respondents who experienced neck, back, hand/wrist, buttock/perineum and foot/ankle problems. Conclusion. Non-traumatic injuries in amateur cyclists are common, with back, hand/wrist and buttock/perineal symptoms the most frequent problems. Knee problems caused the greatest need to stop training and seek ...
Full Text Available This article attempts to explain the relationships between journalists, politics and the state from the perspective of collective autonomy, that of the professional organization of journalists. The case of Estonian Journalists’ Union demonstrates the complexity and historical contingency of professional autonomy of journalism. The development of the Estonian journalists’ organization occurred as a sequence of transformations from the Estonian Journalists’ Association to the Estonian Journalists’ Union to the Soviet type journalists’ union, and lastly to an independent trade union. This sequence was disrupted by several fatal breakdowns that changed not only the character of the association, but also professional values, the whole occupational ideology and the conditions of the existence of journalism as a profession in Estonia.
Stilling Olesen, Jesper
In this paper I investigate the relationship between skills and identity of an elite cyclist, who during his career managed to become a big star in the professional peleton. This is Jesper Skibby. The paper is based on a reading of his autobiography "Forstå mig ret." In the book he reproduces his...
Noordzij, P.C. & Blokpoel, A.
The Bicycle Master Plan was launched in 1990 and concluded in 1996. To mark its conclusion, a study was carried out to assess developments in road safety for cyclists. An overview of future measures was also compiled. Since 1950, there have been three broad periods: (1) 1950-1975: an increase in the
Garate, V.R.; Bours, R.C.H.; Kietlinski, K.
The protection of vulnerable road users (VRU) remains one of the most challenging problems for our society and several governmental and consumer organization has set targets to reduce the VRU fatality and injury rates. The automotive industry is, therefore, developing pedestrian and cyclist
Pastor, Diane K; Jones, Andrea; Arms, Tamatha
Driving cessation for people with dementia is a significant personal safety and public health issue. Home healthcare professionals frequently encounter situations where patients/clients should not continue to drive, and family members are unaware of how to approach the issue. This article will inform readers of the current state of the healthcare driving assessment process, measures and instruments used to assess, and effective strategies and resources when working with families facing the dilemma of how and when to proceed with a driving cessation plan.
Laureshyn, Aliaksei; Goede, Maartje de; Saunier, Nicolas; Fyhri, Aslak
Relying on accident records as the main data source for studying cyclists' safety has many drawbacks, such as high degree of under-reporting, the lack of accident details and particularly of information about the interaction processes that led to the accident. It is also an ethical problem as one has to wait for accidents to happen in order to make a statement about cyclists' (un-)safety. In this perspective, the use of surrogate safety measures based on actual observations in traffic is very promising. In this study we used video data from three intersections in Norway that were all independently analysed using three methods: the Swedish traffic conflict technique (Swedish TCT), the Dutch conflict technique (DOCTOR) and the probabilistic surrogate measures of safety (PSMS) technique developed in Canada. The first two methods are based on manual detection and counting of critical events in traffic (traffic conflicts), while the third considers probabilities of multiple trajectories for each interaction and delivers a density map of potential collision points per site. Due to extensive use of microscopic data, PSMS technique relies heavily on automated tracking of the road users in video. Across the three sites, the methods show similarities or are at least "compatible" with the accident records. The two conflict techniques agree quite well for the number, type and location of conflicts, but some differences with no obvious explanation are also found. PSMS reports many more safety-relevant interactions including less severe events. The location of the potential collision points is compatible with what the conflict techniques suggest, but the possibly significant share of false alarms due to inaccurate trajectories extracted from video complicates the comparison. The tested techniques still require enhancement, with respect to better adjustment to analysis of the situations involving cyclists (and vulnerable road users in general) and further validation. However, we
Few studies have investigated the effects of music on trained athletes during high intensity endurance tasks. Therefore, this study investigated the effects of different music tempi on performance, psychological, and physiological responses of well-trained cyclists to time trial cycling. 10 male road cyclists (M age = 35 yr., SD = 7), with a minimum of three years racing experience, performed four 20-km time trials on a Computrainer Pro 3D indoor cycle trainer over a period of four weeks. The time-trials were spaced one week apart. The music conditions for each trial were randomised between fast-tempo (140 bpm), medium-tempo (120 bpm), slow-tempo (100 bpm), and no music. Performance (completion time, power output, average speed and cadence), physiological (heart rate, oxygen consumption, breathing frequency and respiratory exchange ratio), psychophysical (RPE), and psychological (mood states) data were collected for each trial. Results indicated no significant changes in performance, physiological, or psychophysical variables. Total mood disturbance and tension increased significantly in the fast-tempo trial when compared with medium and no-music conditions.
Christopher L. Buck
Full Text Available This study investigated the effects of three doses of sodium phosphate (SP supplementation on cycling 500 kJ (119.5 Kcal time trial (TT performance in female cyclists. Thirteen cyclists participated in a randomised, Latin-square design study where they completed four separate trials after ingesting either a placebo, or one of three different doses (25, 50 or 75 mg·kg-1 fat free mass: FFM of trisodium phosphate dodecahydrate which was split into four equal doses a day for six days. On the day after the loading phase, the TT was performed on a cycle ergometer. Serum phosphate blood samples were taken at rest both before and after each loading protocol, while a ~21 day washout period separated each loading phase. No significant differences in TT performance were observed between any of the supplementation protocols (p = 0.73 with average completion times for the 25, 50 or 75 mg·kg-1 FFM being, 42:21 ± 07:53, 40:55 ± 07:33 and 40:38 ± 07:20 min respectively, and 40:39 ± 07:51 min for the placebo. Likewise, average and peak power output did not significantly differ between trials (p = 0.06 and p = 0.46, respectively. Consequently, 500 kJ cycling TT performance was not different in any of the supplementation protocols in female cyclists.
Fraboni, Federico; Marín Puchades, Víctor; De Angelis, Marco; Prati, Gabriele; Pietrantoni, Luca
Accident analysis and studies on traffic revealed that cyclists' violation of red-light regulation is one typical infringement committed by cyclists. Furthermore, an association between cyclists' crash involvement and red-light violations has been found across different countries. The literature on cyclists' psychosocial determinants of red-light violation is still scarce. The present study, based on the classification of cyclists' red-light behavior in risk-taking (ignoring the red-light and traveling through the junction without stopping), opportunistic (waiting at red-lights but being too impatient to wait for green signal and subsequently crossing the junction), and law-obeying (stopping to obey the red-light), adopted an eye-observational methodology to investigate differences in cyclists' crossing behavior at intersections, in relation to traffic light violations and the presence of other cyclists. Based on the social influence explanatory framework, which states that people tend to behave differently in a given situation taking into consideration similar people's behaviors, and that the effect of social influence is related to the group size, we hypothesized that the number of cyclists at the intersection will have an influence on the cyclists' behavior. Furthermore, cyclists will be more likely to violate in an opportunistic way when other cyclists are already committing a violation. Two researchers at a time registered unobtrusively at four different intersections during morning and late afternoon peak hour traffic, 1381 cyclists approaching the traffic light during the red phase. The 62.9% violated the traffic control. Results showed that a higher number of cyclists waiting at the intersection is associated with fewer risk-taking violations. Nevertheless, the percentage of opportunistic violation remained high. For the condition of no cyclist present, risk-taking behaviors were significantly higher, whereas, they were significantly lower for conditions of
Minnesota Department of Natural Resources — This data set contains roadway centerlines for miscellanous roads, a catch-all category for all road types not present in the other DNR derived products. These road...
Goniewicz, K; Goniewicz, M; Pawłowski, W; Fiedor, P
Nowadays, the problem of road accident rates is one of the most important health and social policy issues concerning the countries in all continents. Each year, nearly 1.3 million people worldwide lose their life on roads, and 20-50 million sustain severe injuries, the majority of which require long-term treatment. The objective of the study was to identify the most frequent, constantly occurring causes of road accidents, as well as outline actions constituting a basis for the strategies and programmes aiming at improving traffic safety on local and global levels. Comparative analysis of literature concerning road safety was performed, confirming that although road accidents had a varied and frequently complex background, their causes have changed only to a small degree over the years. The causes include: lack of control and enforcement concerning implementation of traffic regulation (primarily driving at excessive speed, driving under the influence of alcohol, and not respecting the rights of other road users (mainly pedestrians and cyclists), lack of appropriate infrastructure and unroadworthy vehicles. The number of fatal accidents and severe injuries, resulting from road accidents, may be reduced through applying an integrated approach to safety on roads. The strategies and programmes for improving road traffic should include the following measures: reducing the risk of exposure to an accident, prevention of accidents, reduction in bodily injuries sustained in accidents, and reduction of the effects of injuries by improvement of post-accident medical care.
Eduardo Bernardo Sangali
Full Text Available Few studies allow usto verify which physiological responses are associated with performance in anational elite cycling group. Therefore, this study aimed to determine and correlate various physiological and aerobic indices with performance in 4 and 20 km time trials in high-level cyclists. The sample consisted of 14 male professional cyclists of the national elite group (28.5 ± 4.7 years old, 73.47 ± 8.29 kg, 176 ± 6.76cm, who performed a progressive test in laboratory to determine maximal oxygen consumption (VO2max: 62.23 ± 8.28 ml•kg-1•min-1, intensity relative to VO2max(iVO2max: 500.83 ± 58.65w, movement economy (EM: 0.1166 ± 0.0362 ml•kg•min•w-1, and the first and second ventilatory threshold (LV1: 348.21 ±43.26 w; LV2: 417.86 ± 60.79 w, respectively. They also performed two time trial performance tests of 4 and 20km. For the correlation between physiological indices and trial performance, Pearson correlation coefficient(p< 0.05 was used. No correlation was found between the physiological indices (VO2max absolute and relative, iVO2max, EM, LV1 and LV2 andperformance in 4 km (r= 0.38; 0.16; -0.33; 0.20; -0.50; -0.20, respectivelyand 20 km (r= 0.24; 0.01; -0.13; -0.12; -0.48; -0.19, respectively time trialin high level athletes. These results suggest that these variables are not able to explain the performance in time trials in the respective lengths, probably due to the subjects’ homogeneity.
Blocken, B.J.E.; Toparlar, Y.
It is well-known in elite cycling that a cyclist riding behind a car experiences a substantial reduction in aerodynamic resistance or drag. However, the upstream effect by a following car on the cyclist in front of it is not well-known and has, to the best of our knowledge, not yet been reported in
Zuurbier, M.; Hoek, G.; van den Hazel, P.J.; Brunekreef, B.
ABSTRACT: BACKGROUND: Differences in minute ventilation between cyclists, pedestrians and other commuters influence inhaled doses of air pollution. This study estimates minute ventilation of cyclists, car and bus passengers, as part of a study on health effects of commuters' exposure to air
Beck, Ben; Cameron, Peter A; Fitzgerald, Mark C; Judson, Rodney T; Teague, Warwick; Lyons, Ronan A; Gabbe, Belinda J
To investigate temporal trends in the incidence, mortality, disability-adjusted life-years (DALYs), and costs of health loss caused by serious road traffic injury. A retrospective review of data from the population-based Victorian State Trauma Registry and the National Coronial Information System on road traffic-related deaths (pre- and in-hospital) and major trauma (Injury Severity Score > 12) during 2007-2015.Main outcomes and measures: Temporal trends in the incidence of road traffic-related major trauma, mortality, DALYs, and costs of health loss, by road user type. There were 8066 hospitalised road traffic major trauma cases and 2588 road traffic fatalities in Victoria over the 9-year study period. There was no change in the incidence of hospitalised major trauma for motor vehicle occupants (incidence rate ratio [IRR] per year, 1.00; 95% CI, 0.99-1.01; P = 0.70), motorcyclists (IRR, 0.99; 95% CI, 0.97-1.01; P = 0.45) or pedestrians (IRR, 1.00; 95% CI, 0.97-1.02; P = 0.73), but the incidence for pedal cyclists increased 8% per year (IRR, 1.08; 95% CI; 1.05-1.10; P road traffic injuries exceeded $14 billion during 2007-2015, although the cost per patient declined for all road user groups. As serious injury rates have not declined, current road safety targets will be difficult to meet. Greater attention to preventing serious injury is needed, as is further investment in road safety, particularly for pedal cyclists.
Full Text Available In Japan, cycling is a widely accepted transportation mode and often used for commuting or other purposes. Accordingly, this paper focuses on the reasons that motivate people to cycle, even though the Japanese transportation policies towards cycling are somewhat limited when compared to other countries with high cycling levels. Behavioural and statistical analyses are presented with a focus on unimodal commuting trips. In the behavioural analysis, commuters’ views on cycling are presented. In the statistical analysis, Nested Logit models are estimated to assess factors with strong influence on cycling. This paper contributes to further understanding the behaviour of active cyclists.
Macmillan, Alex; Roberts, Alex; Woodcock, James; Aldred, Rachel; Goodman, Anna
Background Successfully increasing cycling across a broad range of the population would confer important health benefits, but many potential cyclists are deterred by fears about traffic danger. Media coverage of road traffic crashes may reinforce this perception. As part of a wider effort to model the system dynamics of urban cycling, in this paper we examined how media coverage of cyclist fatalities in London changed across a period when the prevalence of cycling doubled. We compared this with changes in the coverage of motorcyclist fatalities as a control group. Methods Police records of traffic crashes (STATS19) were used to identify all cyclist and motorcyclist fatalities in London between 1992 and 2012. We searched electronic archives of London's largest local newspaper to identify relevant articles (January 1992–April 2014), and sought to identify which police-reported fatalities received any media coverage. We repeated this in three smaller English cities. Results Across the period when cycling trips doubled in London, the proportion of fatalities covered in the local media increased from 6% in 1992–1994 to 75% in 2010–2012. By contrast, the coverage of motorcyclist fatalities remained low (4% in 1992–1994 versus 5% in 2010–2012; p = 0.007 for interaction between mode and time period). Comparisons with other English cities suggested that the changes observed in London might not occur in smaller cities with lower absolute numbers of crashes, as in these settings fatalities are almost always covered regardless of mode share (79–100% coverage for both cyclist and motorcyclist fatalities). Conclusion In large cities, an increase in the popularity (and therefore ‘newsworthiness’) of cycling may increase the propensity of the media to cover cyclist fatalities. This has the potential to give the public the impression that cycling has become more dangerous, and thereby initiate a negative feedback loop that dampens down further increases in cycling
Full Text Available Our objective was to investigate the influence of pedaling technique on gross efficiency (GE at various exercise intensities in twelve elite cyclists ( ·VO2max=75.7 ± 6.2 mL·kg-1·min-1. Each cyclist completed a ·VO2max assessment, skinfold measurements, and an incremental test to determine their lactate threshold (LT and onset of blood lactate accumulation (OBLA values. The GE was determined during a three-phase incremental exercise test (below LT, at LT, and at OBLA. We did not find a significant relationship between pedaling technique and GE just below the LT. However, at the LT, there was a significant correlation between GE and mean torque and evenness of torque distribution (r=0.65 and r=0.66, respectively; p < 0.05. At OBLA, as the cadence frequency increased, the GE declined (r=-0.81, p < 0.05. These results suggest that exercise intensity plays an important role in the relationship between pedaling technique and GE.
Condrea, OA; Chiru, A.; Chiriac, RL; Vlase, S.
For the development of effective vehicle related safety solutions to improve cyclist protection, kinematic predictions are essential. The objective of the paper was the elaboration of a simple mathematical model for predicting cyclist kinematics, with the advantage of yielding simple results for relatively complicated impact situations. Thus, the use of elaborated math software is not required and the calculation time is shortened. The paper presents a modelling framework to determine cyclist kinematic behaviour for the situations in which a M1 category vehicle frontally hits the rear part of a bicycle. After the primary impact between the vehicle front bumper and the bicycle, the cyclist hits the vehicle’s bonnet, the windscreen or both the vehicle’s bonnet and the windscreen in short succession. The head-windshield impact is often the most severe impact, causing serious and potentially lethal injuries. The cyclist is represented by a rigid segment and the equations of motion for the cyclist after the primary impact are obtained by applying Newton’s second law of motion. The impact time for the contact between the vehicle and the cyclist is yielded afterwards by formulating and intersecting the trajectories for two points positioned on the cyclist’s head/body and the vehicle’s windscreen/bonnet while assuming that the cyclist’s equations of motion after the primary impact remain the same. Postimpact kinematics for the secondary impact are yielded by applying linear and angular momentum conservation laws.
U.S. Environmental Protection Agency — Road density is generally highly correlated with amount of developed land cover. High road densities usually indicate high levels of ecological disturbance. More...
in the Geography, and the world-view, of Strabo. Strabo did not take much interest in roads as artefacts or monuments, in the technology of road construction, or in the mythological and historical background of individual roads. He is primarily interested in roads from a functional point of view. For the general......To ancient geographers, roads were important not only as arteries of communication, but also as sources of information, since mileages measured along the Roman highways were among the very few precise distances available to the ancient geographer. This chapter explores the place of roads...... or the statesman, roads provide routes of communication; for the systematic geographer, they provide measured distances and directions. Through case studies of Spain, Gaul, Italy, Greece and Anatolia, this chapter attempts to reach a better understanding of the place of roads in Strabo’s universe, especially two...
Montgomery County of Maryland — This is an up to date map of current road closures in Montgomery County.This dataset is updated every few minutes from the Department of Transportation road closure...
Full Text Available Christoph Alexander Rüst,1 Beat Knechtle,1,2 Thomas Rosemann11Institute of General Practice and Health Services Research, University of Zurich, Zurich, Switzerland; 2Gesundheitszentrum St Gallen, St Gallen, SwitzerlandAbstract: The cases of two brothers training and competing as master cyclists and both preparing for a cycling tour are presented. The older brother aged 66 years went first to the primary care physician and presented with an asymptomatic depression in the exercise stress test of the ST segment in V5 and V6 during recovery after complete exhaustion. Coronary angiography revealed a multi vessel coronary artery disease and he underwent bypass surgery. One year later, he successfully completed his planned cycling tour of ~600 km in seven stages and covering ~12,000 m of total ascent. The younger brother aged 59 years went a few months later to the primary care physician and also performed asymptomatic exercise stress testing without changes in the ST segments. Unfortunately, 2 months later he suffered a cardiac arrest during his cycling tour and survived following immediate successful cardiopulmonary resuscitation on the road by his cycling colleagues. Immediate invasive coronary arteriography showed a complete stenosis of the trunk of arteria coronaria sinistra (left coronary artery, a 40%–50% stenosis of ramus circumflexus, and a 20% stenosis of arteria coronaria dextra (right coronary artery. The left coronary artery was dilated and he continued cycling 2 months later. In both brothers, familial hypercholesterolemia was the main cardiovascular risk factor for the multi vessel coronary artery disease. A negative exercise electrocardiogram in siblings with an increased risk for coronary artery disease seemed not to exclude an advanced multi vessel coronary artery disease. In master athletes with asymptomatic exercise electrocardiogram but a positive family history, further examinations should be performed in order to detect
Damsere-Derry, James; Palk, Gavan; King, Mark
Road traffic injuries (RTIs) are a serious epidemic that claims more than a million lives across the globe each year. The burden of RTIs is particularly pronounced in Africa and other low- and middle-income countries. The unfavorable disparity of the burden of road trauma in the world is largely attributable to unsafe vehicles, lack of appropriate road infrastructure, and the predominance of vulnerable road users (VRUs) in developing countries. However, little research exists in northern Ghana to highlight the scale and risk of death among road users. The objective of this research was to establish the relative risk of death among road users in northern Ghana. Crash data from police reports between 2007 and 2011 were analyzed for the Upper Regions of Ghana. Conditional probabilities and multivariable logistic regression techniques were used to report proportions and adjusted odds ratios (AORs), respectively. Generally, crashes in northern Ghana were extremely severe; that is, 35% of all injury related collisions were fatal. The proportion of fatal casualties ranged between 21% among victims of sideswipe collisions and 41% among pedestrians and victims of rear-end collisions. Though males were 6 times more likely to die than females overall, females were more likely to die as pedestrians (90% of all female casualty deaths) and males were more likely to die as riders/drivers (78% of all male casualty deaths). Pedestrians were 3 times more likely to die (odds ratio [OR] = 3.1; 95% confidence interval [CI], 2.4 to 4.1) compared with drivers/riders. Compared with drivers, the odds of death among cyclists was about 4 times higher (AOR = 3.6; 95% CI, 2.3 to 5.6) and about 2 times higher among motorcyclists (AOR = 1.6; 95% CI, 1.2 to 2.2). Compared with casualties aged between 30 and 59 years, children under 10 years and those aged 60 years and above were independently 2 times more likely to die in traffic collisions. Provision of requisite road infrastructure is vital
Navot, Sivan; Kalichman, Leonid
Pelvic floor muscle assessment in situations of hip/groin pain in both male and female patients can be a key element in treatment success. We present herein, a 32 year old male professional cyclist, exhibiting right hip and groin pain during cycling and prolonged sitting. The pain commenced after the patient suffered a right hip severe contusion in 2013 causing a tear in the tensor fascia lata and gluteus medius muscle. The patient did not complain of pelvic floor dysfunctions. After receiving several series of conventional physical therapy for the hip/groin pain, the patient experienced partial pain relief and slight improvement of hip range of motion. His pelvic floor muscles and fascial involvement were subsequently assessed. Two sessions of Pelvic Floor Fascial Mobilization (PFFM) were performed and the patient fully recovered. The authors suggest that PFFM, a novel fascial-oriented manual therapy of the pelvic floor approach, can be used for both hip/groin and pelvic floor pain or dysfunction. Copyright © 2016 Elsevier Ltd. All rights reserved.
Oikawa, Shoko; Hirose, Toshiya; Aomura, Shigeru; Matsui, Yasuhiro
The purpose of this study is to clarify the mechanism of traffic accidents involving cyclists. The focus is on the characteristics of cyclist accidents and scenarios, because the number of traffic accidents involving cyclists in Tokyo is the highest in Japan. First, dangerous situations in traffic incidents were investigated by collecting data from 304 cyclists in one city in Tokyo using a questionnaire survey. The survey indicated that cyclists used their bicycles generally while commuting to work or school in the morning. Second, the study investigated the characteristics of 250 accident situations involving cyclists that happened in the city using real-world bicycle accident data. The results revealed that the traffic accidents occurred at intersections of local streets, where cyclists collided most often with vehicles during commute time in the morning. Third, cyclists' behavior was observed at a local street intersection in the morning in the city using video pictures. In one hour during the morning commute period, 250 bicycles passed through the intersection. The results indicated that one of the reasons for traffic accidents involving cyclists might be the combined effect of low visibility, caused by the presence of box-like building structures close to the intersections, and the cyclists' behavior in terms of their velocity and no confirming safety. It was observed that, on average, bicycle velocity was 3.1 m/s at the initial line of an intersection. The findings from this study could be useful in developing new technologies to improve cyclist safety, such as alert devices for cyclists and vehicle drivers, wireless communication systems between cyclists and vehicle drivers, or advanced vehicles with bicycle detection and collision mitigation systems.
Full Text Available The article presents a new teaching method designed to improve road safety among young road users. Developed under “European Road Safety Tunes”, this international project was cofunded by EU DG MOVE. Its main aim is to improve road safety and minimize the number of road accidents, injuries and fatalities among road users who are 15-24 years old. The Safety Tunes method contains a series of workshops addressed to young vocational school students: cyclists, moped and motor riders and car drivers. The workshops incorporate peer and emotive education, and delivery of road safety related messages through different types of artistic forms. The topics tackled during class address awareness of possible risks and risk-behaviour, prevention of distraction and reduction in young fatalities and serious injuries on the road. All actions within the project are evaluated, both in terms of the impact of the workshops on students’ attitudes towards road safety problems and in terms of process assessment.
Abdullatif K Althunyan
Conclusion: Knee injuries are common with cyclists. Factors such as the type of the bicycle, the goal of bicycling, club type, body mass index, and participation in other sports play a significant role in the rate of knee pain.
Cycling is a unique way of travelling and exercising. The Irish Heart Foundation recommends thirty minutes of exercise most days in the week to maintain a healthy heart (IHF, 2008). The introduction of the Dublin-bike scheme by Dublin city Council in connection with JCDecaux on the 13th of September 2009 has encouraged and allowed more people to cycle around the city of Dublin. Since their introduction, Dublin-bikes have grown rapidly in popularity. By the 31st of December 2009 24,016 people ...
Full Text Available Accident analysis and studies on traffic revealed that cyclists’ violation of red-light regulation is one typical infringement committed by cyclists. Furthermore, an association between cyclists’ crash involvement and red-light violations has been found across different countries. The literature on cyclists’ psychosocial determinants of red-light violation is still scarce. The present study, based on the classification of cyclists’ red-light behavior in risk-taking (ignoring the red-light and traveling through the junction without stopping, opportunistic (waiting at red-lights but being too impatient to wait for green signal and subsequently crossing the junction and law-obeying (stopping to obey the red-light, adopted an eye-observational methodology to investigate differences in cyclists' crossing behavior at intersections, in relation to traffic light violations and the presence of other cyclists. Based on the social influence explanatory framework, which states that people tend to behave differently in a given situation taking into consideration similar people’s behaviors, and that the effect of social influence is related to the group size, we hypothesized that the number of cyclists at the intersection will have an influence on the cyclists’ behavior. Furthermore, cyclists will be more likely to violate in an opportunistic way when other cyclists are already committing a violation. Two researchers at a time registered unobtrusively at four different intersections during morning and late afternoon peak hour traffic, 1381 cyclists approaching the traffic light during the red phase. The 62.9% violated the traffic control. Results showed that a higher number of cyclists waiting at the intersection is associated with fewer risk-taking violations. Nevertheless, the percentage of opportunistic violation remained high. For the condition of no cyclist present, risk-taking behaviors were significantly higher, whereas, they were
Full Text Available Rodrigo Rico Bini, Alice Flores Bini La Trobe Rural Health School, La Trobe University, Flora Hill Campus, Bendigo, VIC, Australia Abstract: The potential factors associated with overuse injuries and pain in cyclists that are supported by evidence remain unclear. Our study aimed at assessing, using a systematic search of the most updated evidence, the main factors related to overuse knee-related pain and/or injuries in cyclists. The search assessed any potential mechanism related to knee pain or injury that could be used in the clinical practice. Databases were searched (i.e., PubMed, Scopus, Web of Science, and EBSCO. Studies were included if they presented results from original studies. They had to include, preferably but not limited to, recreational and/or competitive cyclists with or without knee pain. Quality of articles was assessed. Eleven articles were deemed eligible for full text appraisal. Studies involved generally the assessment of biomechanical outcomes associated with knee pain in cyclists. Overall, studies showed that cyclists with knee pain present larger knee adduction and larger ankle dorsiflexion and differences in activation for hamstrings and quadriceps muscles. Unclear results were observed for knee moments and no differences were observed for knee flexion angle, tibiofemoral and patellofemoral forces. It is important to state that varied types of knee pain were mixed in most studies, with 2 focused on anterior-related pain. Cyclists with overuse-related pain or injuries on their knees presented an increased medial projection of their knees and an altered activation of the Vastus Medialis and Vastus Lateralis muscles. However, this limited evidence is based on retrospective studies comparing cyclists with and without pain, which limits the conclusion on how cyclists develop knee pain and what are the main options for treatment of knee pain. Keywords: injury, cycling, overuse, biomechanics
Wei, Feng; Lovegrove, Gordon
Today, North American governments are more willing to consider compact neighborhoods with increased use of sustainable transportation modes. Bicycling, one of the most effective modes for short trips with distances less than 5km is being encouraged. However, as vulnerable road users (VRUs), cyclists are more likely to be injured when involved in collisions. In order to create a safe road environment for them, evaluating cyclists' road safety at a macro level in a proactive way is necessary. In this paper, different generalized linear regression methods for collision prediction model (CPM) development are reviewed and previous studies on micro-level and macro-level bicycle-related CPMs are summarized. On the basis of insights gained in the exploration stage, this paper also reports on efforts to develop negative binomial models for bicycle-auto collisions at a community-based, macro-level. Data came from the Central Okanagan Regional District (CORD), of British Columbia, Canada. The model results revealed two types of statistical associations between collisions and each explanatory variable: (1) An increase in bicycle-auto collisions is associated with an increase in total lane kilometers (TLKM), bicycle lane kilometers (BLKM), bus stops (BS), traffic signals (SIG), intersection density (INTD), and arterial-local intersection percentage (IALP). (2) A decrease in bicycle collisions was found to be associated with an increase in the number of drive commuters (DRIVE), and in the percentage of drive commuters (DRP). These results support our hypothesis that in North America, with its current low levels of bicycle use (macro-level CPMs. Copyright © 2012. Published by Elsevier Ltd.
McAndrews, Carolyn; Pollack, Keshia M; Berrigan, David; Dannenberg, Andrew L; Christopher, Ed J
Arterials are types of roads designed to carry high volumes of motorized traffic. They are an integral part of transportation systems worldwide and exposure to them is ubiquitous, especially in urban areas. Arterials provide access to diverse commercial and cultural resources, which can positively influence community health by supporting social cohesion as well as economic and cultural opportunities. They can negatively influence health via safety issues, noise, air pollution, and lack of economic development. The aims of public health and transportation partially overlap; efforts to improve arterials can meet goals of both professions. Two trends in arterial design show promise. First, transportation professionals increasingly define the performance of arterials via metrics accounting for pedestrians, cyclists, transit riders, and nearby residents in addition to motor vehicle users. Second, applying traffic engineering and design can generate safety, air quality, and livability benefits, but we need evidence to support these interventions. We describe the importance of arterials (including exposures, health behaviors, effects on equity, and resulting health outcomes) and make the case for public health collaborations with the transportation sector.
Galanti, Giorgio; Stefani, Laura; Scacciati, Irene; Mascherini, Gabriele; Buti, Gabriella; Maffulli, Nicola
The study evaluated the dietary habits in two groups of young athletes, practicing two different sports: soccer players and cycling. The dietary habits of 47 athletes were investigated by questionnaire. Body Mass Index, Fat Mass, Free Fat Mass, Total Body, Intracellular, Extracellular Water and Phase Angle were measured by bioimpedance. The t-Student test for unpaired data was used. Significance was set at P soccer player group (soccer players: 63.8±1.96%; cyclists : 59.8 ± 8.7%; and soccer players 43.9±3.1%, cyclists 43.8 ±2.1%, respectively). Fatty mass of the soccer player group (14.5±2.9%) was significantly lower than that of the cyclist group (19.5±3.6%). Daily food intake was similar between the two groups (2844 kCal/die for soccer players /2630 kcal/die for cyclists), and lower than recommended. There was a low intake of Calcium (soccer players 1120±128.9 mg/die, cyclists 718±309 mg/die) for both groups, and a low intake of Potassium for soccer player (2576 mg/die ± 52.4) The caloric intake of adolescent athletes is lower than recommended. Body composition is significantly different between soccer players and cyclists.
Lodewijkx, Hein F. M.; Brouwer, Bram
The 1990-2010 period in professional cycling is labeled by some as the epo epidemic. Surprisingly, performance enhancement by epo and blood doping is not that clear-cut for endurance athletes, leading to the question whether doping indeed strongly influenced cyclists' performances from the 1990s onwards. We examined the records (1947-2008) of the…
Lange, Florian; Haiduk, Michael; Boos, Moritz; Tinschert, Peter; Schwarze, Anke; Eggert, Frank
A large number of pedestrians and cyclists regularly ignore the traffic lights to cross the road illegally. In a recent analysis, illegal road crossing behavior has been shown to be enhanced in the presence of incongruent stimulus configurations. Pedestrians and cyclists are more likely to cross against a red light when exposed to an irrelevant conflicting green light. Here, we present experimental and observational data on the factors moderating the risk associated with incongruent traffic lights. In an observational study, we demonstrated that the conflict-related increase in illegal crossing rates is reduced when pedestrian and cyclist green light periods are long. In a laboratory experiment, we manipulated the color of the irrelevant signals to expose participants to different degrees of incongruency. Results revealed that individuals' performance gradually varied as a function of incongruency, suggesting that the negative impact of a conflicting green light can be reduced by slightly adjusting its color. Our findings highlight that the observation of real-world behavior at intersections and the experimental analysis of psychological processes under controlled laboratory conditions can complement each other in identifying risk factors of risky road crossing behavior. Based on this combination, our study elaborates on promising measures to improve safety at signalized intersections. Copyright © 2016 Elsevier Ltd. All rights reserved.
Bellinger, Phillip M; Minahan, Clare L
β-alanine is a common ingredient in supplements consumed by athletes. Indeed, athletes may believe that the β-alanine induced paresthesia, experienced shortly after ingestion, is associated with its ergogenic effect despite no scientific mechanism supporting this notion. The present study examined changes in cycling performance under conditions of β-alanine induced paresthesia. Eight competitive cyclists (VO2max = 61.8 ± 4.2 mL·kg·min(-1)) performed three practices, one baseline and four experimental trials. The experimental trials comprised a 1-km cycling time trial under four conditions with varying information (i.e., athlete informed β-alanine or placebo) and supplement content (athlete received β-alanine or placebo) delivered to the cyclist: informed β-alanine/received β-alanine, informed placebo/received β-alanine, informed β-alanine/received placebo and informed placebo/received placebo. Questionnaires were undertaken exploring the cyclists' experience of the effects of the experimental conditions. A possibly likely increase in mean power was associated with conditions in which β-alanine was administered (±95% CL: 2.2% ± 4.0%), but these results were inconclusive for performance enhancement (p = 0.32, effect size = 0.18, smallest worthwhile change = 56% beneficial). A possibly harmful effect was observed when cyclists were correctly informed that they had ingested a placebo (-1.0% ± 1.9%). Questionnaire data suggested that β-alanine ingestion resulted in evident sensory side effects and six cyclists reported placebo effects. Acute ingestion of β-alanine is not associated with improved 1-km TT performance in competitive cyclists. These findings are in contrast to the athlete's "belief" as cyclists reported improved energy and the ability to sustain a higher power output under conditions of β-alanine induced paresthesia.
Ramos, C A; Silva, J R; Faria, T; Wolterbeek, T H; Almeida, S M
Cycle paths can be used as a route for active transportation or simply to cycle for physical activity and leisure. However, exposure to air pollutants can be boosted while cycling, in urban environments, due to the proximity to vehicular emissions and elevated breathing rates. The objective of this work was to assess the exposure of a cyclist to particles and to chemical elements by combining real-time aerosol mass concentration reading equipment and biomonitoring techniques. PM 10 and PM 2.5 were measured on three cycle paths located in Lisbon, during weekdays and weekends and during rush hours and off-peak hours resulting in a total of 60 campaigns. Lichens were exposed along cycle paths for 3 months, and their element contents were measured by instrumental neutron activation analysis using the k 0 methodology (k 0 -INAA). Using a bicycle commute route of lower traffic intensity and avoiding rush hours or other times with elevated vehicular congestion facilitate a reduction in exposure to pollutants. The implementation of cycle paths in cities is important to stimulate physical activity and active transportation; however, it is essential to consider ambient air and pollutant sources to create safer infrastructures.
Salmon, Paul M; Lenne, Michael G; Walker, Guy H; Stanton, Neville A; Filtness, Ashleigh
Collisions between different types of road users at intersections form a substantial component of the road toll. This paper presents an analysis of driver, cyclist, motorcyclist and pedestrian behaviour at intersections that involved the application of an integrated suite of ergonomics methods, the Event Analysis of Systemic Teamwork (EAST) framework, to on-road study data. EAST was used to analyse behaviour at three intersections using data derived from an on-road study of driver, cyclist, motorcyclist and pedestrian behaviour. The analysis shows the differences in behaviour and cognition across the different road user groups and pinpoints instances where this may be creating conflicts between different road users. The role of intersection design in creating these differences in behaviour and resulting conflicts is discussed. It is concluded that currently intersections are not designed in a way that supports behaviour across the four forms of road user studied. Interventions designed to improve intersection safety are discussed. Practitioner Summary: Intersection safety currently represents a key road safety issue worldwide. This paper presents a novel application of a framework of ergonomics methods for studying differences in road user behaviour at intersections. The findings support development of interventions that consider all road users as opposed to one group in isolation.
Wismans, Jac; Skogsmo, Ingrid; Nilsson-Ehle, Anna; Lie, Anders; Thynell, Marie; Lindberg, Gunnar
The objective of this article is to assess the status of road safety in Asia and present accident and injury prevention strategies based on global road safety improvement experiences and discuss the way forward by indicating opportunities and countermeasures that could be implemented to achieve a new level of safety in Asia. This study provides a review and analyses of data in the literature, including from the World Health Organization (WHO) and World Bank, and a review of lessons learned from best practices in high-income countries. In addition, an estimation of costs due to road transport injuries in Asia and review of future trends in road transport is provided. Data on the global and Asian road safety problem and status of prevention strategies in Asia as well as recommendations for future actions are discussed. The total number of deaths due to road accidents in the 24 Asian countries, encompassing 56% of the total world population, is 750,000 per year (statistics 2010). The total number of injuries is more than 50 million, of which 12% are hospital admissions. The loss to the economy in the 24 Asian countries is estimated to around US$800 billion or 3.6% of the gross domestic product (GDP). This article clearly shows that road safety is causing large problems and high costs in Asia, with an enormous impact on the well-being of people, economy, and productivity. In many Asian low- and middle-income countries, the yearly number of fatalities and injuries is increasing. Vulnerable road users (pedestrians, cyclists, and motorcyclists combined) are particularly at risk. Road safety in Asia should be given rightful attention, including taking powerful, effective actions. This review stresses the need for reliable accident data, because there is considerable underreporting in the official statistics. Reliable accident data are imperative to determine evidence-based intervention strategies and monitor the success of these interventions and analyses. On the other
Vanderson Luis Moro
Full Text Available The aim of this study was to compare anthropometric characteristics and aerobic and anaerobic fitness between competitive cyclists and triathletes. The sample consisted of 11cyclists and 12 triathletes with experience in competitions. The tests were performed on two different days, with an interval of 48 h between sessions. On the first day,the athletes were submitted to anthropometric assessment (body mass, height,and skinfold thickness and a maximal incremental test to determine maximal oxygen uptake, maximum power, maximum heart rate, maximum lactate, and the first (LL1 and second lactate threshold (LL2. The Wingate test was conducted on the second day to determine peak power, average power, and fatigue index. There were significant difference (p < 0.05, with medium effect size (0.80- 1.5, in mid-thigh skinfold thickness (15.2 ± 6.3 and 10.5 ± 4.8 mm, power at LL1 (195.0 ± 30.9 and 162.7 ± 28.3 W, power at LL2 (247.6 ± 25.0 and 219.7± 37.9 W, and fatigue index (47.2 ± 13.0 and 60.1 ± 16.4% between cyclists and triathletes, respectively. The other variables did not differ between groups. Anthropometric characteristics are similar in triathletes and cyclists. However, cyclists present higher power outputs at the lactate thresholds (LL1 and LL2 and lower fatigue indexes.
Earth Data Analysis Center, University of New Mexico — This data set contains a 1:100,000 scale vector digital representation of all interstate highways, all US highways, most of the state highways, and some county roads...
Minnesota Department of Natural Resources — This data set contains roadway centerlines for major roads (interstates and trunk highways) found on the USGS 1:24,000 mapping series. These roadways are current...
Schijndel-de Nooij, M. van; Versmissen, A.C.M.; Corbeij, R.M.; Broek, T.H.A. van den
In many EU countries, and especially in major cities like Berlin, Paris, London and Barcelona, the number of cyclists in daily traffic is strongly increasing. The related strong increase in the number of serious injuries and fatalities amongst cyclists is only now starting to gain the attention it
Twisk, D.A.M.; Boele, M.J.; Vlakveld, W.P.; Christoph, M.; Sikkema, R.; Remij, R.; Schwab, A.L.
To study the safety of e-bikes for the elderly, an experimental field study was conducted, using instrumented bicycles and comparing two age groups: older cyclists, n= 29, mean age = 70, SD = 4.2 and middle-aged cyclists, n = 29, mean age = 38, SD = 4.3. All were regular cyclists. They rode a fixed
Møller, Mette; Haustein, Sonja
, gender, self-reported aggressive behaviours and traffic fines: Women scored for instance lower in physical expression, while older people scored higher in constructive expression. The effect of age and gender on anger expression among drivers and cyclists remained significant when controlling......Based on the short form of the driving anger expression inventory (DAX-short, 15-item), the present study developed an adapted version of the DAX for cyclists (CAX, 14 items). The data basis was an online survey of 2000 inhabitants of Denmark. A principle component analysis on the translated DAX...... for exposure and other factors in linear regression analyses. These analyses also showed a relationship between a positive attitude towards driving and higher levels of anger expression among drivers, while this was not the case for cyclists....
Sousa, Carlos Augusto Moreira de; Bahia, Camila Alves; Constantino, Patrícia
Brazil has the sixth largest bicycles fleet in the world and bicycle is the most used individual transport vehicle in the country. Few studies address the issue of cyclists' accidents and factors that contribute to or prevent this event. VIVA is a cross-sectional survey and is part of the Violence and Accidents Surveillance System, Brazilian Ministry of Health. We used complex sampling and subsequent data review through multivariate logistic regression and calculation of the respective odds ratios. Odds ratios showed greater likelihood of cyclists' accidents in males, people with less schooling and living in urban and periurban areas. People who were not using the bike to go to work were more likely to suffer an accident. The profile found in this study corroborates findings of other studies. They claim that the coexistence of cyclists and other means of transportation in the same urban space increases the likelihood of accidents. The construction of bicycle-exclusive spaces and educational campaigns are required.
Full Text Available Single bouts of aerobic exercise may leads to oxidative stress due to the use of oxygen for metabolism and the generation of reactive oxygen. In athletes, oxidative stress can lead to several deleterious performance effects, such as muscular oxidative damage, muscle soreness, loss of skeletal muscle force production and/or inflammation. However, little is known regarding the severity and duration of oxidative stress arising from intensive anaerobic modes of exercise in aerobically-trained athletes. The purpose of this study was to investigate the effect of a single bout of intensive anaerobic exercise on plasma protein carbonyl (PC in aerobically-trained women. Aerobically-trained, provincial female cyclists [n = 18, age: 24.2±2.7 years; stature: 163.6±4.6 cm; body mass: 53.4±4.2 kg] were randomly assigned into either a non-exercising control (CON; n = 9 or experimental (EXP; n = 9 group that underwent a 30-second anaerobic (Wingate cycle ergometer exercise session. Blood sampling took place before exercise, immediately after the exercise (IE, and 24 hours following the exercise (24HR bout. In the EXP, results indicated significant (P ≤ 0.05 differences in PC levels between the pre-test and IE (0.010±0.0124 to 0.0149±0.0420 mmol/milt; P = 0.010, and IE and 24HR (0.0149±0.0420 to 0.0111±0.0183 mmol/milt; P = 0.013. No significant differences were observed between pre-test and 24HR (0.010±0.0124 to 0.0111±0.0183 mmol/milt; P = 0.371. These results indicate that oxidative protein damage, as indicated by PC levels, rises immediately with the onset of anaerobic exercise, but returns to resting levels within 24 hours following exercise in aerobically-trained women.
National Oceanic and Atmospheric Administration, Department of Commerce — This data set contains the state maintained primary and secondary road network of Louisiana. Vector lines in the data set represent Interstates, U.S. Highways, and...
Beer, N. Reginald; Paglieroni, David W
A system that detects damage on or below the surface of a paved structure or pavement is provided. A distributed road assessment system includes road assessment pods and a road assessment server. Each road assessment pod includes a ground-penetrating radar antenna array and a detection system that detects road damage from the return signals as the vehicle on which the pod is mounted travels down a road. Each road assessment pod transmits to the road assessment server occurrence information describing each occurrence of road damage that is newly detected on a current scan of a road. The road assessment server maintains a road damage database of occurrence information describing the previously detected occurrences of road damage. After the road assessment server receives occurrence information for newly detected occurrences of road damage for a portion of a road, the road assessment server determines which newly detected occurrences correspond to which previously detected occurrences of road damage.
ISIK, Bulent; SOLAK GORMUS, Z. Isik; ASLAN, Huseyin; ICLI, Abdullah; KURKLU, Galip Bilen; CIFTCI, Ozgur; TOGAN, Turhan
In athletes, left ventricular hypertrophy is a physiological response upon routine active sports. If the hypertrophic cardiomyopathy is not diagnosed and treated, it can lead to sudden deaths in athletes. Not so much data is known whether or not it is favorable to use of Tp-e values in order to reflect the arrhythmia risks in asymptomatic elite cyclists. The aim of this study is to examine the risks of regular bike sport on potential arrhythmia in healthy active elite cyclists and veterans by...
Full Text Available The article deals with safety of European road tunnels in accordance with actual European legislation. Standards and recommendations of European Commission, PIARC and other professional bodies of the European Union define minimal technological requirements for equipment and operation of the tunnels in scope of Trans-European Road Network.
Nystrom, Sofia; Dahlgren, Madeleine Abrandt; Dahlgren, Lars Owe
This qualitative and longitudinal study focuses on graduate employment and the development of graduate employment paths. The aim of this article is to explore the present professional trajectory from higher education to working life, with particular reference to graduates from two different study programmes at Linkoping University in Sweden:…
Adesiyun, Adewole; Avenoso, Antonio; Dionelis, Kallistratos; Cela, Liljana; Nicodème, Christophe; Goger, Thierry; Polidori, Carlo
The objective of the ECOROADS project is to overcome the barrier established by the formal interpretation of the two Directives 2008/96/EC and 2004/54/EC, which in practice do not allow the same Road Safety Audits/Inspections to be performed inside tunnels. The projects aims at the establishment of a common enhanced approach to road infrastructure and tunnel safety management by using the concepts and criteria of the Directive 2008/96/CE on road infrastructure safety management and the results of related European Commission (EC) funded projects. ECOROADS has already implemented an analysis of national practices regarding Road Safety Inspections (RSI), two Workshops with the stakeholders, and an exchange of best practices between European tunnel experts and road safety professionals, which led to the definition of common agreed safety procedures. In the second phase of the project, different groups of experts and observers applied the above common procedures by inspecting five European road sections featuring both open roads and tunnels in Belgium, Albania, Germany, Serbia and Former Yugoslav Republic of Macedonia. This paper shows the feedback of the 5 joint safety operations and how they are being used for a set of - recommendations and guidelines for the application of the RSA and RSI concepts within the tunnel safety operations.
Loder, Randall T; Yaacoub, Alan P
Both dogs and bicycles are common in our society and thus a dog-bicycle interaction resulting in an injury to a cyclist is possible. It was the purpose of this study to investigate such injuries. The National Electronic Injury Surveillance System (NEISS) data for the 10-year period from 2006 through 2015 associated with bicycles were accessed. Injuries involving dogs were identified and the mechanism of injury determined. Due to the stratified and weighted nature of the NEISS data, statistical analyses were performed with SUDAAN 10 software (RTI International, Research Triangle Park, North Carolina, United States). A p dogs were involved in 35,254 (0.67%) cases. The average age for those involved with a dog was 33.2 years and it was 25.5 years for those in which dogs were not involved. There were more females in the dog group (34.1 vs. 27.6%). Dog involvement increased from ages 0 to 14 years, then decreased until the age of 20 years and then progressively increased. Dog-associated injuries most frequently occurred away from home, involved the knee and distal lower extremity, 49.1% sustaining dog bites. Dog bites were more common in younger individuals. Four injury mechanisms (chased by a dog, hit/collided with a dog, swerved/tried to avoid a dog or riding with a dog) accounted for 97.5% of the injuries. Those chased by a dog were younger, more commonly released from the emergency department, had an injury involving the lower extremity and frequently sustained a bite. The most severe injuries were in those who swerved/tried to avoid a dog or hit a dog. Approximately 1% of injuries to bicyclists are associated with dogs; one-half sustained a bite. Potential/proposed prevention strategies could be educational materials regarding bicycles and dogs to owners, dog restraint, student/parent education and educational materials in waiting rooms of veterinarians, paediatricians, family practice physicians and emergency rooms. Schattauer GmbH Stuttgart.
Munguia-Izquierdo, Diego; Mayolas-Pi, Carmen; Peñarrubia-Lozano, Carlos; Paris-Garcia, Federico; Bueno-Antequera, Javier; Oviedo-Caro, Miguel Angel; Legaz-Arrese, Alejandro
We investigated the effects of adolescent sport practice on the training, performance, and health outcomes of adult amateur endurance cyclists and compared health outcomes of 3 adult groups: amateur endurance cyclists who practiced sports during adolescence, amateur endurance cyclists who did not practice sports during adolescence, and inactive individuals. In 859 (751 men and 108 women) adult cyclists and 718 inactive subjects (307 men and 411 women), we examined adolescent sport practice, current training status, quality of life, quality of sleep, anxiety and depression, and cardiometabolic risk: body mass index, physical activity, physical fitness, adherence to Mediterranean diet, and alcohol and tobacco consumption. Independent of gender, no significant differences in training, performance, or health outcomes were observed between amateur endurance cyclists who practiced sports during adolescence and those who did not. Independent of gender, cyclists reported significantly better health outcomes than inactive individuals in all variables, except depression. Training, performance, and health outcomes did not differ between adult amateur endurance cyclists who practiced sports during adolescence and those who did not, but their health outcomes were significantly improved compared with inactive individuals, except for depression.
In many German cities and counties, sustainable mobility concepts that strengthen pedestrian and cyclist traffic are promoted. From the perspectives of urban development, traffic planning and public healthcare, a spatially differentiated analysis of traffic accident data is decisive. 1) The identification of spatial and temporal patterns of the distribution of accidents involving cyclists and pedestrians, 2) the identification of hotspots and exploration of possible underlying causes and 3) the critical discussion of benefits and challenges of the results and the derivation of conclusions. Spatio-temporal distributions of data from accident statistics in Berlin involving pedestrians and cyclists from 2011 to 2015 were analysed with geographic information systems (GIS). While the total number of accidents remains relatively stable for pedestrian and cyclist accidents, the spatial distribution analysis shows, however, that there are significant spatial clusters (hotspots) of traffic accidents with a strong concentration in the inner city area. In a critical discussion, the benefits of geographic concepts are identified, such as spatially explicit health data (in this case traffic accident data), the importance of the integration of other data sources for the evaluation of the health impact of areas (traffic accident statistics of the police), and the possibilities and limitations of spatial-temporal data analysis (spatial point-density analyses) for the derivation of decision-supported recommendations and for the evaluation of policy measures of health prevention and of health-relevant urban development.
This paper is about the role that education might play to promote both safe cycling and bicycle use in the Netherlands. The conclusions are as follows: (1) An intensive training programme of cycling skills is needed; (2) Training of defensive behaviour must enable the cyclist to keep control of
Moseley, L; Achten, J; Martin, J C; Jeukendrup, A E
The aim of this experiment was to compare the efficiency of elite cyclists with that of trained and recreational cyclists. Male subjects (N = 69) performed an incremental exercise test to exhaustion on an electrically braked cycle ergometer. Cadence was maintained between 80 - 90 rpm. Energy expenditure was estimated from measures of oxygen uptake (VO (2)) and carbon dioxide production (VCO(2)) using stoichiometric equations. Subjects (age 26 +/- 7 yr, body mass 74.0 +/- 6.3 kg, Wpeak 359 +/- 40 W and VO(2)peak 62.3 +/- 7.0 mL/kg/min) were divided into 3 groups on the basis of their VO (2)peak ( 70 (High, N = 16) mL/kg/min). All data are mean +/- SE. Despite the wide range in aerobic capacities gross efficiency (GE) at 165 W (GE (165)), GE at the same relative intensity (GE (final)), delta efficiency (DE) and economy (EC) were similar between all groups. Mean GE (165) was 18.6 +/- 0.3 %, 18.8 +/- 0.4 % and 17.9 +/- 0.3 % while mean DE was 22.4 +/- 0.4 %, 21.6 +/- 0.4 % and 21.2 +/- 0.5 % (for Low, Medium and High, respectively). There was no correlation between GE (165), GE (final), DE or EC and VO(2)peak. Based on these data, we conclude that there are no differences in efficiency and economy between elite cyclists and recreational level cyclists.
Kathryn van Boom
overwhelming industry presence and advertising appeal regarding ... Methods: Amateur cyclists, of all age and sex groups, were requested ... Results: Responses were received from 2 550 out of 30 640 race entrants ..... gaining weight and GIT side effects. ... available, consumers are expected to be more aware, educated.
Swinnen, Wannes; Kipp, Shalaya; Kram, Rodger
Exercise economy is one of the main physiological factors determining performance in endurance sports. Running economy (RE) can be improved with running-specific training, while the improvement of cycling economy (CE) with cycling-specific training is controversial. We investigated whether exercise economy reflects sport-specific skills/adaptations or is determined by overall physiological factors. We compared RE and CE in 10 runners, 9 cyclists and 9 triathletes for running at 12 km/h and cycling at 200 W. Gross rates of oxygen consumption and carbon dioxide production were collected and used to calculate gross metabolic rate in watts for both running and cycling. Runners had better RE than cyclists (917 ± 107 W vs. 1111 ± 159 W) (p < 0.01). Triathletes had intermediate RE values (1004 ± 98 W) not different from runners or cyclists. CE was not different (p = 0.20) between the three groups (runners: 945 ± 60 W; cyclists: 982 ± 44 W; triathletes: 979 ± 54 W). RE can be enhanced with running-specific training, but CE is independent of cycling-specific training.
Mayolas-Pi, Carmen; Simón-Grima, Javier; Peñarrubia-Lozano, Carlos; Munguía-Izquierdo, Diego; Moliner-Urdiales, Diego; Legaz-Arrese, Alejandro
Background and aims To determine the relationship between the risk of exercise addiction (REA) and health status in amateur endurance cyclists. Methods In 859 (751 men and 108 women) cyclists and 718 inactive subjects (307 men and 411 women), we examined the REA (Exercise Addiction Inventory), training status (volume, frequency, experience, and performance), socioeconomic status, quality of life (QoL) (SF-12), quality of sleep (Pittsburgh Sleep Quality Index), anxiety and depression (Hospital Anxiety and Depression Scale), and cardiometabolic risk: body mass index, physical activity (International Physical Activity Questionnaire), physical condition (International Fitness Scale), adherence to the Mediterranean diet (Mediterranean Diet Adherence Screener), alcohol and tobacco consumption. Results In total, 17% of the cyclists showed evidence of REA and 83% showed low REA. REA occurred independent of age, sex, training, and socioeconomic status (all ps > .05). Regardless of REA, the cyclists displayed a better physical QoL and a lower cardiometabolic risk than the inactive subjects (all ps Addiction × Sex interaction in the other analyzed variables. Conclusion Our results suggest that an increased prevalence of REA limits the benefits that amateur endurance cycling has on mental health and quality of sleep.
From Monday 11 October until Friday 29 October 2010, the flow of traffic will be disrupted by road works at the roundabout in front of Restaurant No. 2; The number of spaces available in the car park in front of Rest. No. 2 will be reduced. Thank you for your understanding during this period. GS/SEM Group
Verhoef, Erik T.
This paper studies the efficiency impacts of private toll roads in initially untolled networks. The analysis allows for capacity and toll choice by private operators, and endogenizes entry and therewith the degree of competition, distinguishing and allowing for both parallel and serial competition.
Halson, Shona L; Bartram, Jason; West, Nicholas; Stephens, Jessica; Argus, Christos K; Driller, Matthew W; Sargent, Charli; Lastella, Michele; Hopkins, Will G; Martin, David T
Cold water immersion (CWI) may be beneficial for acute recovery from exercise, but it may impair long-term performance by attenuating the stimuli responsible for adaptation to training. We compared effects of CWI and passive rest on cycling performance during a simulated cycling grand tour. Thirty-four male endurance-trained competitive cyclists were randomized to CWI for four times per week for 15 min at 15°C or control (passive recovery) groups for 7 d of baseline training, 21 d of intensified training, and an 11-d taper. Criteria for completion of training and testing were satisfied by 10 cyclists in the CWI group (maximal aerobic power, 5.13 ± 0.21 W·kg; mean ± SD) and 11 in the control group (5.01 ± 0.41 W·kg). Each week, cyclists completed a high-intensity interval cycling test and two 4-min bouts separated by 30 min. CWI was performed four times per week for 15 min at 15°C. Between baseline and taper, cyclists in the CWI group had an unclear change in overall 4-min power relative to control (2.7% ± 5.7%), although mean power in the second effort relative to the first was likely higher for the CWI group relative to control (3.0% ± 3.8%). The change in 1-s maximum mean sprint power in the CWI group was likely beneficial compared with control (4.4% ± 4.2%). Differences between groups for the 10-min time trial were unclear (-0.4% ± 4.3%). Although some effects of CWI on performance were unclear, data from this study do not support recent speculation that CWI is detrimental to performance after increased training load in competitive cyclists.
Paton, Carl D
Aerobic economy is an important factor that affects the performance of competitive cyclists. It has been suggested that placing the foot more anteriorly on the bicycle pedals may improve economy over the traditional foot position by improving pedaling efficiency. The current study examines the effects of changing the anterior-posterior pedal foot position on the physiology and performance of well-trained cyclists. In a crossover study, 10 competitive cyclists completed two maximal incremental and two submaximal tests in either their preferred (control) or a forward (arch) foot position. Maximum oxygen consumption and peak power output were determined from the incremental tests for both foot positions. On two further occasions, cyclists also completed a two-part 60-min submaximal test that required them to maintain a constant power output (equivalent to 60% of their incremental peak power) for 30 min, during which respiratory and blood lactate samples were taken at predetermined intervals. Thereafter, subjects completed a 30-min self-paced maximal effort time trial. Relative to the control, the mean changes (+/-90% confidence limits) in the arch condition were as follows: maximum oxygen consumption, -0.5% (+/-2.0%); incremental peak power output, -0.8% (+/-1.3%); steady-state oxygen consumption at 60%, -2.4% (+/-1.1%); steady-state heart rate 60%, 0.4% (+/-1.7%); lactate concentration 60%, 8.7% (+/-14.4%); and mean time trial power, -1.5% (+/-2.9%). We conclude that there was no substantial physiological or performance advantage in this group using an arch-cleat shoe position in comparison with a cyclist's normal preferred condition.
James, Peter; Ito, Kate; Banay, Rachel F; Buonocore, Jonathan J; Wood, Benjamin; Arcaya, Mariana C
Decreasing traffic speeds increases the amount of time drivers have to react to road hazards, potentially averting collisions, and makes crashes that do happen less severe. Boston's regional planning agency, the Metropolitan Area Planning Council (MAPC), in partnership with the Massachusetts Department of Public Health (MDPH), conducted a Health Impact Assessment (HIA) that examined the potential health impacts of a proposed bill in the state legislature to lower the default speed limits on local roads from 30 miles per hour (mph) to 25 mph. The aim was to reduce vehicle speeds on local roads to a limit that is safer for pedestrians, cyclists, and children. The passage of this proposed legislation could have had far-reaching and potentially important public health impacts. Lower default speed limits may prevent around 18 fatalities and 1200 serious injuries to motorists, cyclists and pedestrians each year, as well as promote active transportation by making local roads feel more hospitable to cyclists and pedestrians. While a lower speed limit would increase congestion and slightly worsen air quality, the benefits outweigh the costs from both a health and economic perspective and would save the state approximately $62 million annually from prevented fatalities and injuries.
Bouaoun, Liacine; Haddak, Mohamed Mouloud; Amoros, Emmanuelle
Travel practices are changing: bicycle and motorized two-wheeler (MTW) use are rising in some of France's large cities. These are cheaper modes of transport and therefore attractive at a time of economic crisis, but they also allow their users to avoid traffic congestion. At the same time, active transport modes such as walking and cycling are encouraged because they are beneficial to health and reduce pollution. It is therefore important to find out more about the road crash risks of the different modes of transport. To do this, we need to take account of the number of individuals who use each, and, even better, their travel levels. We estimated the exposure-based fatality rates for road traffic crashes in France, on the basis of the ratio between the number of fatalities and exposure to road accident risk. Fatality data were obtained from the French national police database of road traffic casualties in the period 2007-2008. Exposure data was estimated from the latest national household travel survey (ENTD) which was conducted from April 2007 to April 2008. Three quantities of travel were computed for each mode of transport: (1) the number of trips, (2) the distance traveled and (3) the time spent traveling. Annual fatality rates were assessed by road user type, age and sex. The overall annual fatality rates were 6.3 per 100 million trips, 5.8 per billion kilometers traveled and 0.20 per million hours spent traveling. The fatality rates differed according to road user type, age and sex. The risk of being killed was 20 to 32 times higher for motorized two-wheeler users than for car occupants. For cyclists, the risk of being killed, both on the basis of time spent traveling and the number of trips was about 1.5 times higher than for car occupants. Risk for pedestrians compared to car occupants was similar according to time spent traveling, lower according to the number of trips and higher according to the distance traveled. People from the 17-20 and 21-29 age
While the transportation network is meant to accommodate a variety of transportation modes, the experience varies for the users of each mode. For example; an automobile, cyclist, transit rider, and pedestrian will all have a very different experience...
Wright, Rachel L
In para-cycling, competitors are classed based on functional impairment resulting in cyclists with neurological and locomotor impairments competing against each other. In Paralympic competition, classes are combined by using a factoring adjustment to race times to produce the overall medallists. Pacing in short-duration track cycling events is proposed to utilize an "all-out" strategy in able-bodied competition. However, pacing in para-cycling may vary depending on the level of impairment. Analysis of the pacing strategies employed by different classification groups may offer scope for optimal performance; therefore, this study investigated the pacing strategy adopted during the 1-km time trial (TT) and 500-m TT in elite C1 to C3 para-cyclists and able-bodied cyclists. Total times and intermediate split times (125-m intervals; measured to 0.001 s) were obtained from the C1-C3 men's 1-km TT (n = 28) and women's 500-m TT (n = 9) from the 2012 Paralympic Games and the men's 1-km TT (n = 19) and women's 500-m TT (n = 12) from the 2013 UCI World Track Championships from publically available video. Split times were expressed as actual time, factored time (for the para-cyclists) and as a percentage of total time. A two-way analysis of variance was used to investigate differences in split times between the different classifications and the able-bodied cyclists in the men's 1-km TT and between the para-cyclists and able-bodied cyclists in the women's 500-m TT. The importance of position at the first split was investigated with Kendall's Tau-b correlation. The first 125-m split time was the slowest for all cyclists, representing the acceleration phase from a standing start. C2 cyclists were slowest at this 125-m split, probably due to a combination of remaining seated in this acceleration phase and a high proportion of cyclists in this group being trans-femoral amputees. Not all cyclists used aero-bars, preferring to use drop, flat or bullhorn handlebars. Split times
Rachel Lindsey Wright
Full Text Available In para-cycling, competitors are classed based on functional impairment resulting in cyclists with neurological and locomotor impairments competing against each other. In Paralympic competition, classes are combined by using a factoring adjustment to race times to produce the overall medallists. Pacing in short-duration track cycling events is proposed to utilise an all-out strategy in able-bodied competition. However, pacing in para-cycling may vary depending on the level of impairment. Analysis of the pacing strategies employed by different classification groups may offer scope for optimal performance; therefore, this study investigated the pacing strategy adopted during the 1-km time trial (TT and 500-m TT in elite C1 to C3 para-cyclists and able-bodied cyclists. Total times and intermediate split times (125-m intervals; measured to 0.001s were obtained from the C1-C3 men’s 1-km TT (n=28 and women’s 500-m TT (n=9 from the 2012 Paralympic Games and the men’s 1-km TT (n=19 and women’s 500-m TT (n=12 from the 2013 UCI World Track Championships from publically available video. Split times were expressed as actual time, factored time (for the para-cyclists and as a percentage of total time. A two-way analysis of variance was used to investigate differences in split times between the different classifications and the able-bodied cyclists in the men’s 1-km TT and between the para-cyclists and able-bodied cyclists in the women’s 500-m TT. The importance of position at the first split was investigated with Kendall’s Tau-b correlation. The first 125-m split time was the slowest for all cyclists, representing the acceleration phase from a standing start. C2 cyclists were slowest at this 125-m split, probably due to a combination of remaining seated in this acceleration phase and a high proportion of cyclists in this group being trans-femoral amputees. Not all cyclists used aero-bars, preferring to use drop, flat or bullhorn handlebars
Chen, Chen; Anderson, Jason C; Wang, Haizhong; Wang, Yinhai; Vogt, Rachel; Hernandez, Salvador
Transportation agencies need efficient methods to determine how to reduce bicycle accidents while promoting cycling activities and prioritizing safety improvement investments. Many studies have used standalone methods, such as level of traffic stress (LTS) and bicycle level of service (BLOS), to better understand bicycle mode share and network connectivity for a region. However, in most cases, other studies rely on crash severity models to explain what variables contribute to the severity of bicycle related crashes. This research uniquely correlates bicycle LTS with reported bicycle crash locations for four cities in New Hampshire through geospatial mapping. LTS measurements and crash locations are compared visually using a GIS framework. Next, a bicycle injury severity model, that incorporates LTS measurements, is created through a mixed logit modeling framework. Results of the visual analysis show some geospatial correlation between higher LTS roads and "Injury" type bicycle crashes. It was determined, statistically, that LTS has an effect on the severity level of bicycle crashes and high LTS can have varying effects on severity outcome. However, it is recommended that further analyses be conducted to better understand the statistical significance and effect of LTS on injury severity. As such, this research will validate the use of LTS as a proxy for safety risk regardless of the recorded bicycle crash history. This research will help identify the clustering patterns of bicycle crashes on high-risk corridors and, therefore, assist with bicycle route planning and policy making. This paper also suggests low-cost countermeasures or treatments that can be implemented to address high-risk areas. Specifically, with the goal of providing safer routes for cyclists, such countermeasures or treatments have the potential to substantially reduce the number of fatalities and severe injuries. Published by Elsevier Ltd.
Lundy, Bronwen; Rogers, Margot A.; Welvaert, Marijke; Halson, Shona; McKune, Andrew
Background Recent research has demonstrated decreases in resting metabolic rate (RMR), body composition and performance following a period of intensified training in elite athletes, however the underlying mechanisms of change remain unclear. Therefore, the aim of the present study was to investigate how an intensified training period, designed to elicit overreaching, affects RMR, body composition, and performance in trained endurance athletes, and to elucidate underlying mechanisms. Method Thirteen (n = 13) trained male cyclists completed a six-week training program consisting of a “Baseline” week (100% of regular training load), a “Build” week (~120% of Baseline load), two “Loading” weeks (~140, 150% of Baseline load, respectively) and two “Recovery” weeks (~80% of Baseline load). Training comprised of a combination of laboratory based interval sessions and on-road cycling. RMR, body composition, energy intake, appetite, heart rate variability (HRV), cycling performance, biochemical markers and mood responses were assessed at multiple time points throughout the six-week period. Data were analysed using a linear mixed modeling approach. Results The intensified training period elicited significant decreases in RMR (F(5,123.36) = 12.0947, p = HRV (F(2,22.608) = 6.5212, p = 0.005); all of which improved following a period of recovery. A state of overreaching was induced, as identified by a reduction in anaerobic performance (F(5,121.87) = 8.2622, p = HRV during intensified training periods may alleviate fatigue and attenuate the observed decrease in RMR, providing more optimal conditions for a positive training adaptation. PMID:29444097
Vonk Noordegraaf, D.M.
Urban areas suffer from the negative externalities of road transport like congested road networks, air pollution and road traffic accidents. A measure to reduce these negative externalities is road pricing, meaning policies that impose direct charges on road use (Jones and Hervik, 1992). Since the
Félonneau, Marie-Line; Causse, Elsa; Constant, Aymery; Contrand, Benjamin; Messiah, Antoine; Lagarde, Emmanuel
In the field of driving, people tend to think they are more competent and more cautious than others. This is the superior conformity of the self (SCS). Our main hypothesis was that, among cyclists, women would show a higher SCS on cautiousness, though men would show a higher SCS concerning competence. 1799 cyclists provided a self-assessment of their own cautiousness and of other people's cautiousness. The same procedure was used for competence. Consistent with the hypothesis, the SCS was gender-specific: it was more prominent for women concerning cautiousness and more prominent for men concerning competence. These results could explain why people tend to ignore the safety campaigns. They also indicate the importance of adapting messages concerning safety measures to gender. Copyright © 2012 Elsevier Ltd. All rights reserved.
Damsere-Derry, James; Palk, Gavan; King, Mark
Alcohol use is pervasive among motorists on the road in Ghana; however, we do not know the extent to which this behavior is implicated in road accidents in this country. The main objective of this research was to establish the prevalence of alcohol in the blood of nonfatally injured casualties in the emergency departments (EDs) in northern Ghana. Participants were injured road traffic crash victims, namely, pedestrians, cyclists, motorcyclists, and drivers seeking treatment at an ED. The study sites were 2 level III trauma centers located in Wa and Bolgatanga. Participants were screened for alcohol followed by breath tests for positive participants using breathalyzers. Two hundred and sixty-two accident victims visited EDs, 58% of whom were in Wa. Among the victims, 41% were hospitalized and 57% experienced slight injuries. The vast majority (76%) of the casualties were motorcyclists, 13% were pedestrians, 8% were cyclists, and 2% were drivers. Casualties who had detectable alcohol in their blood were predominantly vulnerable road users. In all, 34% of participants had detectable blood alcohol concentrations (BACs) and the mean BAC for all casualties who tested positive and could give definitive BACs was 0.2265 (226 mg/dl). The prevalence of alcohol use was 53% among cyclists, 34% among motorcyclists, 21% among pedestrians, and 17% among drivers. Male casualties were more likely to test positive for alcohol than females. In addition, the prevalence of alcohol was significantly higher among injured casualties in Bolgatanga compared to Wa. There was a high prevalence of alcohol use among nonfatally injured casualties in northern Ghana and injury severity increased with BAC. AUDIT screening in the hospital, alcohol consumption guideline, road safety education with an emphasis on minimizing or eliminating alcohol consumption, and enhanced enforcement of the BAC limit among motorists are recommended.
Stone, Austin V; Howse, Elizabeth A; Mannava, Sandeep; Stubbs, Allston J
To evaluate the clinical symptoms and intraoperative pathology associated with hip pain in the cyclist compared with a matched hip arthroscopy surgical group. In an institutional review board-approved study, we retrospectively reviewed a prospective database of 1,200 consecutive hip arthroscopy patients from 2008 to 2015. Adult patients were identified who reported cycling as a major component of their activity. Patients were age, gender, and body mass index matched to a control, noncycling group. Pain symptoms, preoperative examinations, radiographic and operative findings were compared. Primary outcome variables included the femoral and acetabular Outerbridge chondromalacia grade. Additional outcome measurements included the involved area and the chondromalacia index (CMI; the product of the Outerbridge chondromalacia grade and surface area [mm 2 × severity]). A total of 167 noncyclists were matched to the cycling group (n = 16). Cyclists had significantly greater femoral head chondromalacia grade (2.0 [95% confidence interval (CI), 1.5-2.5] v 1.4 [95% CI, 1.3-1.6], P = .043), femoral head chondromalacia area (242 mm 2 [95% CI, 191-293 mm 2 ] v 128 mm 2 [95% CI, 113-141 mm 2 ], P chondromalacia than a matched group of noncyclists. Cycling activity positively correlated with the presence of femoral chondromalacia with clinically significant gait alterations. These data support the hypothesis that cyclists with hip pain have more chondral pathology than a similar group of other patients with hip pain. Ultimately, cyclists with hip pain should be identified as higher risk for more advanced chondral damage. Level III, case-control study, therapeutic. Copyright © 2016 Arthroscopy Association of North America. Published by Elsevier Inc. All rights reserved.
Skorski, Sabrina; Thompson, Kevin G; Keegan, Richard J; Meyer, Tim; Abbiss, Chris R
Money has frequently been used as an extrinsic motivator since it is assumed that humans are willing to invest more effort for financial reward. However, the influence of a monetary reward on pacing and performance in trained athletes is not well-understood. Therefore, the aim of this study was to analyse the influence of a monetary reward in well-trained cyclists on their pacing and performance during short and long cycling time trials (TT). Twentythree cyclists (6 ♀, 17 ♂) completed 4 self-paced time trials (TTs, 2 short: 4 km and 6 min; 2 long: 20 km and 30 min); in a randomized order. Participants were separated into parallel, non-randomized "rewarded" and "non-rewarded" groups. Cyclists in the rewarded group received a monetary reward based on highest mean power output across all TTs. Cyclists in the non-rewarded group did not receive a monetary reward. Overall performance was not significantly different between groups in short or long TTs ( p > 0.48). Power output showed moderatly lower effect sizes at comencement of the short TTs ( P meandiff = 36.6 W; d > 0.44) and the 20 km TT ( P meandiff = 22.6 W; d = 0.44) in the rewarded group. No difference was observed in pacing during the 30 min TT ( p = 0.95). An external reward seems to have influenced pacing at the commencement of time trials. Participants in the non-rewarded group adopted a typical parabolic shaped pattern, whereas participants in the rewarded group started trials more conservatively. Results raise the possibility that using money as an extrinsic reward may interfere with regulatory processes required for effective pacing.
Full Text Available Money has frequently been used as an extrinsic motivator since it is assumed that humans are willing to invest more effort for financial reward. However, the influence of a monetary reward on pacing and performance in trained athletes is not well-understood. Therefore, the aim of this study was to analyse the influence of a monetary reward in well-trained cyclists on their pacing and performance during short and long cycling time trials (TT. Twentythree cyclists (6 ♀, 17 ♂ completed 4 self-paced time trials (TTs, 2 short: 4 km and 6 min; 2 long: 20 km and 30 min; in a randomized order. Participants were separated into parallel, non-randomized “rewarded” and “non-rewarded” groups. Cyclists in the rewarded group received a monetary reward based on highest mean power output across all TTs. Cyclists in the non-rewarded group did not receive a monetary reward. Overall performance was not significantly different between groups in short or long TTs (p > 0.48. Power output showed moderatly lower effect sizes at comencement of the short TTs (Pmeandiff = 36.6 W; d > 0.44 and the 20 km TT (Pmeandiff = 22.6 W; d = 0.44 in the rewarded group. No difference was observed in pacing during the 30 min TT (p = 0.95. An external reward seems to have influenced pacing at the commencement of time trials. Participants in the non-rewarded group adopted a typical parabolic shaped pattern, whereas participants in the rewarded group started trials more conservatively. Results raise the possibility that using money as an extrinsic reward may interfere with regulatory processes required for effective pacing.
de Geus, B.; Degraeuwe, B.; Vandenbulcke, G.; INT PANIS, Luc; Thomas, I.; Aertsens, Joris; De Weerdt, Y.; Torfs, R.; Meeusen, R.
Background: For an accurate estimation of health benefits and hazards of utilitarian cycling, a prospective collection of bicycle usage data (exposure) is fundamental. Individual and environmental correlates are necessary to guide health promotion and traffic safety issues. Firstly, this study aims to report on utilitarian bicycle usage in Belgium, using a prospective data collection in regular adult commuter cyclists. Secondly, the association is explored between the individual variation in ...
Twisk, Divera; Vlakveld, Willem; Mesken, Jolieke; Shope, Jean T; Kok, Gerjo
Road injuries are a prime cause of death in early adolescence. Often road safety education (RSE) is used to target risky road behaviour in this age group. These RSE programmes are frequently based on the assumption that deliberate risk taking rather than lack of competency underlies risk behaviour. This study tested the competency of 10-13 year olds, by examining their decisions - as pedestrians and cyclists - in dealing with blind spot areas around lorries. Also, the effects of an awareness programme and a competency programme on these decisions were evaluated. Table-top models were used, representing seven scenarios that differed in complexity: one basic scenario to test the identification of blind spot areas, and 6 traffic scenarios to test behaviour in traffic situations of low or high task complexity. Using a quasi-experimental design (pre-test and post-test reference group design without randomization), the programme effects were assessed by requiring participants (n=62) to show, for each table-top traffic scenario, how they would act if they were in that traffic situation. On the basic scenario, at pre-test 42% of the youngsters identified all blind spots correctly, but only 27% showed safe behaviour in simple scenarios and 5% in complex scenarios. The competency programme yielded improved performance on the basic scenario but not on the traffic scenarios, whereas the awareness programme did not result in any improvements. The correlation between improvements on the basic scenarios and the traffic scenarios was not significant. Young adolescents have not yet mastered the necessary skills for safe performance in simple and complex traffic situations, thus underlining the need for effective prevention programmes. RSE may improve the understanding of blind spot areas but this does not 'automatically' transfer to performance in traffic situations. Implications for the design of RSE are discussed. Copyright © 2013 Elsevier Ltd. All rights reserved.
Carpenter Catherine L
Full Text Available Abstract Background Human exercise capacity declines with advancing age. These changes often result in loss of physical fitness and more rapid senescence. Nitric oxide (NO has been implicated in improvement of exercise capacity through vascular smooth muscle relaxation in both coronary and skeletal muscle arteries, as well as via independent mechanisms. Antioxidants may prevent nitric oxide inactivation by oxygen free radicals. The purpose of this study was to investigate the effects of an L-arginine and antioxidant supplement on exercise performance in elderly male cyclists. Methods This was a two-arm prospectively randomized double-blinded and placebo-controlled trial. Sixteen male cyclists were randomized to receive either a proprietary supplement (Niteworks®, Herbalife International Inc., Century City, CA or a placebo powder. Exercise parameters were assessed by maximal incremental exercise testing performed on a stationary cycle ergometer using breath-by-breath analysis at baseline, week one and week three. Results There was no difference between baseline exercise parameters. In the supplemented group, anaerobic threshold increased by 16.7% (2.38 ± 0.18 L/min, p 2 max between control and intervention groups at either week 1 or week 3 by comparison to baseline. Conclusion An arginine and antioxidant-containing supplement increased the anaerobic threshold at both week one and week three in elderly cyclists. No effect on VO2 max was observed. This study indicated a potential role of L-arginine and antioxidant supplementation in improving exercise performance in elderly.
Muyor, José M; Alacid, Fernando; López-Miñarro, Pedro A
The purpose of this study was to determine the influence of hamstring muscles extensibility in standing, maximal trunk flexion with knees extended and on the bicycle in lower handlebar-hands position of highly trained cyclists. Ninety-six cyclists were recruited for the study (mean ± SD, age: 30.36 ± 5.98 years). Sagittal spinal curvatures and pelvic tilt were measured in the standing position, maximal trunk flexion with knees extended (sit-and-reach test) and while sitting on a bicycle in lower handlebar-hand position using a Spinal Mouse system. Hamstring muscles extensibility was determined in both legs by passive straight leg raise test (PSLR). The sample was divided into three groups according to PSLR angle: (1) reduced extensibility (PSLR hamstring extensibility group (PSLR = 80º - 90º; n = 35), and (3) high hamstring extensibility (PSLR = > 90º; n = 31). ANOVA analysis showed significant differences among groups for thoracic (p hamstring muscles extensibility influence the thoracic and pelvic postures when maximal trunk flexion with knees extended is performed, but not when cyclists are seated on their bicycles.
Nkaku R. Kisaalita
Full Text Available Drug ‘doping’ and the use of banned performance enhancing products (PEPs remains an issue in virtually all competitive sports despite penal consequences and known health risks. The lines distinguishing “fair” and “unfair” performance enhancement have become increasingly blurred. Few studies have explored how attitudes towards legal performance enhancers (drugs/substances, diet, and equipment modifications may influence motivations to use banned PEPs. In the present study, 68 competitive cyclists completed a survey examining the importance of choosing banned and non-banned PEPs using World Anti-Doping Agency (WADA and Union Cycliste Internationale (UCI criteria. Results showed that over 60 percent of cyclists used non-banned PEPs while 8 percent used banned PEPs. Health was overall the most important factor in choosing a PEP while apprehension by a doping agency was least important. Mixed- model ANOVA analyses revealed that motivations to use banned PEPs were complex, as the importance of health, violating the sprit of the sport, performance improvement, and getting caught were differentially influenced by PEP legality (p 0.05. Our findings illustrate the multifactorial nature of PEP use/doping attitudes and highlight the unique role that “legal” performance enhancement may plays in influencing banned and/or unethical sports behaviors.
Shannon L. Mathis
Full Text Available Objective. The purpose of this study was to determine whether race day cortisol was related to bone mineral density (BMD in competitive male cyclists. A secondary purpose was to determine additional factors associated with BMD in competitive male cyclists. Methods. Measurements of lumbar spine and hip BMD were performed in 35 male competitors in a state championship cycling time trial event. Salivary cortisol was measured 10 minutes prior to the start of the race and 5 minutes after race finished. Participants reported daily calcium intake, age, years of bike training, races per season, and average weekly minutes spent riding a bike, weight training, and running on a survey. Results. Cortisol level increased significantly from pre- to postcompetition but was not significantly associated with BMD. Increased weekly minutes of weight training was associated with higher BMD of the lumbar spine and the hip. The increased number of years of cycling experience was associated with lower BMD of the femoral neck. Increased daily calcium intake was associated with higher BMD of the lumbar spine and femoral neck. Conclusions. Findings indicate that cyclists should participate in weight training and increase calcium intake in order to increase or maintain BMD of the lumbar spine and hip.
Paton, Carl; Costa, Vitor; Guglielmo, Luiz
This investigation reports the effects of chewing caffeinated gum on race performance with trained cyclists. Twenty competitive cyclists completed two 30-km time trials that included a maximal effort 0.2-km sprint each 10-km. Caffeine (~3-4 mg · kg(-1)) or placebo was administered double-blind via chewing gum at the 10-km point following completion of the first sprint. Measures of power output, oxygen uptake, heart rate, lactate and perceived exertion were taken at set intervals during the time trial. Results indicated no substantial differences in any measured variables between caffeine and placebo conditions during the first 20-km of the time trial. Caffeine gum did however lead to substantial enhancements (mean ± 90% confidence limits (CLs)) in mean power during the final 10-km (3.8% ± 2.3%), and sprint power at 30-km (4.0% ± 3.6%). The increases in performance over the final 10-km were associated with small increases in heart rate and blood lactate (effect size of 0.24 and 0.28, respectively). There were large inter-individual variations in the response to caffeine, and apparent gender related differences in sprint performance. Chewing caffeine gum improves mean and sprint performance power in the final 10-km of a 30-km time trial in male and female cyclists most likely through an increase in nervous system activation.
Millennium Challenge Corporation — The key research questions guiding our design of the RRRP evaluation are: • Did rehabilitating roads affect the quality of roads? • Did rehabilitating roads improve...
Parthiban, Sujeeth; Hotaling, James M; Ohlander, Samuel J; Baftiri, Amit P; Freels, Sally; Niederberger, Craig S
Greater than 60 million American men who ride bicycles are at risk of developing erectile dysfunction. One possible reason is occlusion of the perineal arteries. Researchers relied on indirect methods and stationary models to study this problem. We developed a novel system to quantify occlusion among bicycle riders during a road bike ride. Our verification and validation activities show that this system can be safely used on human subjects to measure perineal artery occlusion. The method described in this paper provides a valuable tool to the researchers to study or to develop new solutions that alleviate this problem. The outcomes of these efforts will help millions of cyclists worldwide.
Dons, Evi; Temmerman, Philip; Van Poppel, Martine; Bellemans, Tom; Wets, Geert; Int Panis, Luc
Many studies nowadays make the effort of determining personal exposure rather than estimating exposure at the residential address only. While intra-urban air pollution can be modeled quite easily using interpolation methods, estimating exposure in transport is more challenging. The aim of this study is to investigate which factors determine black carbon (BC) concentrations in transport microenvironments. Therefore personal exposure measurements are carried out using portable aethalometers, trip diaries and GPS devices. More than 1500 trips, both by active modes and by motorized transport, are evaluated in Flanders, Belgium. GPS coordinates are assigned to road segments to allow BC concentrations to be linked with trip and road characteristics (trip duration, degree of urbanization, road type, traffic intensity, travel speed and road speed). Average BC concentrations on highways (10.7 μg/m 3 ) are comparable to concentrations on urban roads (9.6 μg/m 3 ), but levels are significantly higher than concentrations on rural roads (6.1 μg/m 3 ). Highways yield higher BC exposures for motorists compared to exposure on major roads and local roads. Overall BC concentrations are elevated at lower speeds ( 3 for roads with less than 500 veh/h, up to 12 μg/m 3 for roads with over 2500 veh/h). Traffic intensity proved to be the major explanatory variable for in-vehicle BC exposure, together with timing of the trip and urbanization. For cyclists and pedestrians the range in BC exposure is smaller and models are less predictive; for active modes exposure seems to be influenced by timing and degree of urbanization only. - Highlights: ► Aethalometers, an electronic diary and GPS were used to measure exposure in transport ► More than 1500 trips with active modes and in motorized transport are studied ► Exposure is higher on highways, in urban areas and during traffic peak hours. ► Traffic intensity is the major explanatory variable for in-vehicle BC exposure. ► Exposure
Watson, Angela; Watson, Barry; Vallmuur, Kirsten
The reliance on police data for the counting of road crash injuries can be problematic, as it is well known that not all road crash injuries are reported to police which under-estimates the overall burden of road crash injuries. The aim of this study was to use multiple linked data sources to estimate the extent of under-reporting of road crash injuries to police in the Australian state of Queensland. Data from the Queensland Road Crash Database (QRCD), the Queensland Hospital Admitted Patients Data Collection (QHAPDC), Emergency Department Information System (EDIS), and the Queensland Injury Surveillance Unit (QISU) for the year 2009 were linked. The completeness of road crash cases reported to police was examined via discordance rates between the police data (QRCD) and the hospital data collections. In addition, the potential bias of this discordance (under-reporting) was assessed based on gender, age, road user group, and regional location. Results showed that the level of under-reporting varied depending on the data set with which the police data was compared. When all hospital data collections are examined together the estimated population of road crash injuries was approximately 28,000, with around two-thirds not linking to any record in the police data. The results also showed that the under-reporting was more likely for motorcyclists, cyclists, males, young people, and injuries occurring in Remote and Inner Regional areas. These results have important implications for road safety research and policy in terms of: prioritising funding and resources; targeting road safety interventions into areas of higher risk; and estimating the burden of road crash injuries. Copyright © 2015 Elsevier Ltd. All rights reserved.
Cyclists' eye movements at uncontrolled intersections : an eye-tracking study using animated video clips. Poster presented at the 5th International Cycling Safety Conference ICSC2016, Bologna, Italy, November 2016.
Kovácsová, N. Cabrall, C.D.D. Antonisse, S.J. Haan, T. de Namen, R. van Nooren, J.L. Schreurs, R. Hagenzieker, M.P. & Winter, J.C.F. de
Research indicates that crashes between cyclists and car drivers occur even when the cyclist must have seen the approaching car, suggesting the importance of expectancy and attention allocation issues . Once a relevant stimulus is detected in traffic, cyclist must make a judgement regarding
Preliminary results from a field experiment on e-bike safety : speed choice and mental workload for middle-aged and elderly cyclists. Paper presented at the International Cycling Safety Conference 2013, Helmond, The Netherland, 20-21 November 2013.
Twisk, D.A.M. Boele, M.J. Vlakveld, W.P. Christoph, M. Sikkema, R. Remij, R. & Schwab, A.L.
To study the safety of e-bikes for the elderly, an experimental field study was conducted, using instrumented bicycles and comparing two age groups: older cyclists, n= 29, mean age = 70, SD = 4.2 and middle-aged cyclists, n = 29, mean age = 38, SD = 4.3. All were regular cyclists. They rode a fixed
The aim was to study road-related injuries and fatalities in under 15 year olds in two time periods (1996-2000 and 2004-2008 inclusive) to assess whether progress has been made via cross-sectoral efforts to reduce this injury toll in Ireland. For pedestrian and car-related accidents, police assistance is required and at the time a detailed CT 68 form is completed by the attending officer and sent to the Road Safety Authority for analysis. Details re the severity of injury, light and road conditions and safety measures such as seat belt or car restraint use, seat position and helmet use if a cyclist were recorded. Injuries were sub-classified as fatalities, serious (detained in hospital, fractures, severe head injury, severe internal injuries or shock requiring treatment) or minor. All data for the two time periods was entered onto an SPSS database. A concerted national campaign re road safety media campaign allied to random breath testing, penalty points for driving offences, on the spot fines for speeding and far greater police enforcement took place between the two time frames and continues to this day. When looked at as most likely estimates of death ratios the results were found to be statistically significant with an overall p value of < 0.0001 CI [0.39, 0.69]. When broken down into specific age ranges all were significant apart from the 0-3 age range with a p value of 0.69 CI [0.26, 1.1]. The most significant changes were found in the 7-9 years, 10-12 and 13-15 year age ranges with p values of < 0.0001, 0.0002 and 0.0007 respectively. When results were compared between the two cohorts, car occupant fatalities between both groups dropped by 36%. Pedestrian injuries dropped from 1719 to 1232, pedestrian fatalities decreased by almost 50% as did serious pedestrian injuries from 261 down to 129. Cyclist fatalities saw the most significant fall (76%) with a dramatic reduction in cyclist injuries from 25 down to 6 (63%). The 13-15 year old age group had the highest
A road safety audit (RSA) and a road safety inspection (RSI) are used to test the safety level of the road infrastructure. The RSA tests the design of new roads or the reconstruction of existing roads, whereas the RSI is used for testing existing roads. An RSA, therefore, aims to 'improve' the road
Full Text Available This study assessed selected measures of cognitive function in trained cyclists who observed daylight fasting during Ramadan. Eleven cyclists volunteered to participate (age: 21.6±4.8 years, VO 2 max: 57.7±5.6 ml • kg-1 • min-1 and were followed for 2 months. Cognitive function (Cambridge Neuropsychological Test Automated Battery (CANTAB, Reaction Time index (RTI and Rapid Visual Information Processing (RVP tests and sleep architecture (ambulatory EEG were assessed: before Ramadan (BR, in the 1st week (RA1 and 4th week of Ramadan (RA4, and 2 weeks post-Ramadan (PR. Both cognitive tests were performed twice per day: before and after Ramadan at 8-10 a.m. and 4-6 p.m., and during Ramadan at 4-6 p.m. and 0-2 a.m., respectively. Training load (TL by the rating of perceived exertion (RPE method and wellness (Hooper index were measured daily. If the TL increased over the study period, this variable was stable during Ramadan. The perceived fatigue and delayed onset muscle soreness (DOMS increased at RA4. Sleep patterns and architecture showed clear disturbances, with significant increases in the number of awakenings and light sleep durations during Ramadan (RA1 and RA4, together with decreased durations of deep and REM sleep stages at PR. RTI (simple and multiple reaction index reaction and movement times did not vary over the study period. The RVP test showed reduced false alarms during Ramadan, suggesting reduced impulsivity. Overall accuracy significantly increased at RA1, RA4 and PR compared to baseline. At RA4, the accuracy was higher at 0-2 a.m. compared to 4-6 p.m. Despite the observed disturbances in sleep architecture, Ramadan fasting did not negatively impact the cognitive performance of trained cyclists from the Middle East.
Chamari, K; Briki, W; Farooq, A; Patrick, T; Belfekih, T; Herrera, C P
This study assessed selected measures of cognitive function in trained cyclists who observed daylight fasting during Ramadan. Eleven cyclists volunteered to participate (age: 21.6±4.8 years, VO2max: 57.7±5.6 ml kg(-1)·min(-1)) and were followed for 2 months. Cognitive function (Cambridge Neuropsychological Test Automated Battery (CANTAB), Reaction Time index (RTI) and Rapid Visual Information Processing (RVP) tests) and sleep architecture (ambulatory EEG) were assessed: before Ramadan (BR), in the 1st week (RA1) and 4th week of Ramadan (RA4), and 2 weeks post-Ramadan (PR). Both cognitive tests were performed twice per day: before and after Ramadan at 8-10 a.m. and 4-6 p.m., and during Ramadan at 4-6 p.m. and 0-2 a.m., respectively. Training load (TL) by the rating of perceived exertion (RPE) method and wellness (Hooper index) were measured daily. If the TL increased over the study period, this variable was stable during Ramadan. The perceived fatigue and delayed onset muscle soreness (DOMS) increased at RA4. Sleep patterns and architecture showed clear disturbances, with significant increases in the number of awakenings and light sleep durations during Ramadan (RA1 and RA4), together with decreased durations of deep and REM sleep stages at PR. RTI (simple and multiple reaction index) reaction and movement times did not vary over the study period. The RVP test showed reduced false alarms during Ramadan, suggesting reduced impulsivity. Overall accuracy significantly increased at RA1, RA4 and PR compared to baseline. At RA4, the accuracy was higher at 0-2 a.m. compared to 4-6 p.m. Despite the observed disturbances in sleep architecture, Ramadan fasting did not negatively impact the cognitive performance of trained cyclists from the Middle East.
Lanferdini, Fábio J; Krüger, Renata L; Baroni, Bruno M; Lazzari, Caetano; Figueiredo, Pedro; Reischak-Oliveira, Alvaro; Vaz, Marco A
Some evidence supports that low-level laser therapy (LLLT) reduces neuromuscular fatigue, so incrementing sports performance. A previous randomized controlled trial of our group showed increased exercise tolerance in male competitive cyclists treated with three different LLLT doses (3, 6, and 9 J/diode; or 135, 270, and 405 J/thigh) before time-to-exhaustion cycling tests. Now, the present study was designed to evaluate the effects of these LLLT doses on the VO 2 kinetics of athletes during cycling tests. Twenty male competitive cyclists (29 years) participated in a crossover, randomized, double-blind, and placebo-controlled trial. On the first day, the participants performed an incremental cycling test to exhaustion to determine maximal oxygen uptake (VO 2MAX ) and maximal power output (PO MAX ), as well as a familiarization with the time-to-exhaustion test. In the following days (2 to 5), all participants performed time-to-exhaustion tests at PO MAX . Before the exhaustion test, different doses of LLLT (3, 6, and 9 J/diode; or 135, 270, and 405 J/thigh, respectively) or placebo were applied bilaterally to the quadriceps muscle. All exhaustion tests were monitored online by an open-circuit spirometry system in order to analyze the VO 2 amplitude, VO 2 delay time, time constant (tau), and O 2 deficit. Tau and O 2 deficit were decreased with LLLT applications compared to the placebo condition (p 0.05) were found between the experimental conditions for VO 2 amplitude and VO 2 delay time. In conclusion, LLLT decreases tau and O 2 deficit during time-to-exhaustion tests in competitive cyclists, and these changes in VO 2 kinetics response can be one of the possible mechanisms to explain the ergogenic effect induced by LLLT.
Klinkenberg, Lieke J J; Res, Peter T; Haenen, Guido R; Bast, Aalt; van Loon, Luc J C; van Dieijen-Visser, Marja P; Meex, Steven J R
Cardiac troponin is the biochemical gold standard to diagnose acute myocardial infarction. Interestingly however, elevated cardiac troponin concentrations are also frequently observed during and after endurance-type exercise. Oxidative stress associated with prolonged exercise has been proposed to contribute to cardiac troponin release. Therefore, the aim of this study was to assess the effect of 4 week astaxanthin supplementation (a potent cartenoid antioxidant) on antioxidant capacity and exercise-induced cardiac troponin release in cyclists. Thirty-two well-trained male cyclists (age 25±5, weight 73±7 kg, maximum O2 uptake 60±5 mL·kg(-1)·min(-1), Wmax 5.4±0.5 W·kg(-1); mean ± SD) were repeatedly subjected to a laboratory based standardized exercise protocol before and after 4 weeks of astaxanthin (20 mg/day), or placebo supplementation in a double-blind randomized manner. Blood samples were obtained at baseline, at 60 min of cycling and immediately post-exercise (≈ 120 min). The pre-supplementation cycling trial induced a significant rise of median cardiac troponin T concentrations from 3.2 (IQR 3.0-4.2) to 4.7 ng/L (IQR 3.7-6.7), immediately post-exercise (pexercise-induced cardiac troponin T release (p = 0.24), as measured by the incremental area under the curve. Furthermore, the elevation in basal plasma astaxanthin concentrations was not reflected in changes in antioxidant capacity markers (trolox equivalent antioxidant capacity, uric acid, and malondialdehyde). Markers of inflammation (high-sensitivity C-reactive protein) and exercise-induced skeletal muscle damage (creatine kinase) were equally unaffected by astaxanthin supplementation. Despite substantial increases in plasma astaxanthin concentrations, astaxanthin supplementation did not improve antioxidant capacity in well-trained cyclists. Accordingly, exercise-induced cardiac troponin T concentrations were not affected by astaxanthin supplementation. ClinicalTrials.gov NCT01241877.
Luce, B. W.; Barrett, T. E.; Ponette-González, A.
Urban cyclists are exposed to elevated atmospheric concentrations of fine particulate matter (particles vehicle exhaust, which is emitted directly into cyclists' "breathing zone." In cities, human exposure to PM2.5 is a concern because its small size allows it to be inhaled deeper into the lungs than most particles. The aim of this research is to determine "hotspots" (locations with high PM2.5 concentrations) within the Dallas-Fort Worth Metroplex, Texas, where urban cyclists are most exposed to fine particle pollution. Recent research indicates that common exposure hotspots include traffic signals, junctions, bus stations, parking lots, and inclined streets. To identify these and other hotspots, a bicycle equipped with a low-cost, portable, battery-powered particle counter (Dylos 1700) coupled with a Trimble Geo 5T handheld Global Positioning System (GPS; ≤1 m ± resolution) will be used to map and measure particle mass concentrations along predetermined routes. Measurements will be conducted during a consecutive four-month period (Sep-Dec) during morning and evening rush hours when PM2.5 levels are generally highest, as well as during non-rush hour times to determine background concentrations. PM2.5 concentrations will be calculated from particle counts using an equation developed by Steinle et al. (2015). In addition, traffic counts will be conducted along the routes coinciding with the mobile monitoring times. We will present results on identified "hotspots" of high fine particle concentrations and PM2.5 exposure in the City of Denton, where particle pollution puts urban commuters most at risk, as well as average traffic counts from monitoring times. These data can be used to determine pollution mitigation strategies in rapidly growing urban areas.
Full Text Available Abstract Background Differences in minute ventilation between cyclists, pedestrians and other commuters influence inhaled doses of air pollution. This study estimates minute ventilation of cyclists, car and bus passengers, as part of a study on health effects of commuters' exposure to air pollutants. Methods Thirty-four participants performed a submaximal test on a bicycle ergometer, during which heart rate and minute ventilation were measured simultaneously at increasing cycling intensity. Individual regression equations were calculated between heart rate and the natural log of minute ventilation. Heart rates were recorded during 280 two hour trips by bicycle, bus and car and were calculated into minute ventilation levels using the individual regression coefficients. Results Minute ventilation during bicycle rides were on average 2.1 times higher than in the car (individual range from 1.3 to 5.3 and 2.0 times higher than in the bus (individual range from 1.3 to 5.1. The ratio of minute ventilation of cycling compared to travelling by bus or car was higher in women than in men. Substantial differences in regression equations were found between individuals. The use of individual regression equations instead of average regression equations resulted in substantially better predictions of individual minute ventilations. Conclusion The comparability of the gender-specific overall regression equations linking heart rate and minute ventilation with one previous American study, supports that for studies on the group level overall equations can be used. For estimating individual doses, the use of individual regression coefficients provides more precise data. Minute ventilation levels of cyclists are on average two times higher than of bus and car passengers, consistent with the ratio found in one small previous study of young adults. The study illustrates the importance of inclusion of minute ventilation data in comparing air pollution doses between
Zuurbier, Moniek; Hoek, Gerard; van den Hazel, Peter; Brunekreef, Bert
Differences in minute ventilation between cyclists, pedestrians and other commuters influence inhaled doses of air pollution. This study estimates minute ventilation of cyclists, car and bus passengers, as part of a study on health effects of commuters' exposure to air pollutants. Thirty-four participants performed a submaximal test on a bicycle ergometer, during which heart rate and minute ventilation were measured simultaneously at increasing cycling intensity. Individual regression equations were calculated between heart rate and the natural log of minute ventilation. Heart rates were recorded during 280 two hour trips by bicycle, bus and car and were calculated into minute ventilation levels using the individual regression coefficients. Minute ventilation during bicycle rides were on average 2.1 times higher than in the car (individual range from 1.3 to 5.3) and 2.0 times higher than in the bus (individual range from 1.3 to 5.1). The ratio of minute ventilation of cycling compared to travelling by bus or car was higher in women than in men. Substantial differences in regression equations were found between individuals. The use of individual regression equations instead of average regression equations resulted in substantially better predictions of individual minute ventilations. The comparability of the gender-specific overall regression equations linking heart rate and minute ventilation with one previous American study, supports that for studies on the group level overall equations can be used. For estimating individual doses, the use of individual regression coefficients provides more precise data. Minute ventilation levels of cyclists are on average two times higher than of bus and car passengers, consistent with the ratio found in one small previous study of young adults. The study illustrates the importance of inclusion of minute ventilation data in comparing air pollution doses between different modes of transport.
Ethan, Danna; Basch, Corey H; Johnson, Glen D; Hammond, Rodney; Chow, Ching Man; Varsos, Victoria
Bicycling is becoming an increasingly utilized mode of transportation in New York City. Technology-related distracted bicycling and helmet use are behaviors that can impact bike safety. The aims of this study were twofold: (1) to determine rates and types of technology-related distracted behaviors among bicyclists in the borough of Manhattan in New York City; and (2) to assess the rate of bicycle helmet use among these cyclists. Bicyclists in five popular riding areas in Manhattan were observed for a total of 50 h using a digital video camera during summer months in 2014. Videos were coded and enumerated for the total number and gender of cyclists, type of bicycle, number wearing headphones/earbuds and/or using a mobile phone, and whether the cyclist was wearing a helmet. Almost 25,000 cyclists were observed across the five selected locations (n = 24,861). Riders were almost four times more likely not to wear a helmet on rental bikes as compared with non-rentals (Citi Bike(®) OR 3.8; 95% CI 2.5, 5.9: other rental OR 3.8; 95% CI 3.0, 4.9). Significantly increased odds of not wearing a helmet were observed for females relative to males (OR 1.4; 95% CI 1.1, 1.8) across varied times and locations. Overall, rates of technology-related distraction were low, with headphone use being most prevalent. Males were more likely to wear headphones/earbuds (OR 2.0; 95% CI 1.4, 2.9), as were cyclists on Citi Bikes relative to other rental bikes (OR 2.2; 95% CI 1.3, 3.6). Findings from this study contribute to the growing literature on distracted biking and helmet use among bike share program riders and other cyclists and can inform policymakers and program planners aiming to improve bicycle safety in urban settings.
Zamboni, C.B.; Kovacs, L.; Metairon, S.; Azevedo, M.R.A.; Furholz, C.F.; Uchida, M.C.
In this study Br, Ca, Cl, Fe, K, Mg, Na, S and Zn levels in blood samples of cyclists were investigated using neutron activation analysis technique. The results were compared to individuals of the same age and gender, but not involved with physical activities (control group), which showed considerable differences. A decrease mainly in Br (91 %) and Ca (78 %) and an increase in Fe (26 %), S (82 %) and Zn (22 %) levels were evidenced. These results emphasize the importance of blood monitoring for the maintenance of endurance athletes performance, particularly for Br, Ca and S. (author)
Salifu, Mohammed; Ackaah, Williams
Having reliable estimates of the shortfalls in road traffic crash data is an important prerequisite for setting more realistic targets for crash/casualty reduction programmes and for a better appreciation of the socio-economic significance of road traffic crashes. This study was carried out to establish realistic estimates of the overall shortfall (under-reporting) in the official crash statistics in Ghana over an eight-year period (1997-2004). Surveys were conducted at hospitals and among drivers to generate relevant alternative data which were then matched against records in police crash data files and the official database. Overall shortfalls came from two sources, namely, 'non-reporting' and 'under-recording'. The results show that the level of non-reporting varied significantly with the severity of the crash from about 57% for property damage crashes through 8% for serious injury crashes to 0% for fatal crashes. Crashes involving cyclists and motorcyclists were also substantially non-reported. Under-recording on the other hand declined significantly over the period from an average of 37% in 1997-1998 to 27% in 2003-2004. Thus, the official statistics of road traffic crashes in Ghana are subject to significant shortfalls that need to be accounted for. Correction factors have therefore been suggested for adjusting the official data.
We all have to act in a more respectful and careful manner towards each other, and this also applies on the road. We therefore have to pay particular attention to the most vulnerable people (cyclists, pedestrians, etc.). A couple of articles were published on the issue to raise awareness among drivers on the importance of road safety rules (see the CERN Bulletin on 10 September and 22 October 2012). Incivilities such as vehicles parked in a hazardous way, right of way violations, etc. can cause serious accidents with physical and/or material consequences. In compliance with the 2013 road safety goal, presented earlier this year by CERN’s Director-General, incivilities reported in the A2 Form will, from now on, be systemically followed up, as stated in the procedure set up by the HSE Unit in collaboration with the GS Department. The follow-up process puts special emphasis on prevention, as it is mainly a reminder of CERN traffic regulations...
This is the first slogan in a road safety campaign aimed at making CERN's roads safer and more pleasant to drive on. Getting nudged off your bike while riding along minding your own business, having to walk around a car parked on the pavement, or having an endless wait at a pedestrian crossing because drivers can't be bothered to stop... all this is highly unpleasant, and can even be dangerous. The fact that it happens all too often at your own workplace, CERN, only makes matters worse. Discourteous driving is on the rise at CERN. It tarnishes the friendly atmosphere of our Laboratory and compromises the safety of us all. It's even more regrettable when you think that we're all colleagues together. With so many pedestrians and cyclists using the roads across the CERN site, anyone who drives at 80 km/h in a 50 km/h limit is placing his own colleagues in danger. Every day, more than 15 000 vehicle journeys are made on the Meyrin site alone. Each and every one of these drivers, or in other words, e...
Trent D. Brown
Full Text Available 'Serious leisure' cycling has developed as a reinterpretation of the traditional form of the sport. This short term, informal, unstructured and unconventional conceptualisation represents a challenge to participant numbers in the mainstream sport. The purpose of this study was twofold: (i to ascertain the cultural, subcultural and ecological factors of participation in this new conceptualised form enabling clubs, associations and governments to a deeper understanding about participants practices and (ii as an ongoing validation to previous qualitative work (see O'Connor and Brown, 2005. This study reports on the development and psychometric properties (principal components analysis, confirmatory factor analysis of the Cyclists' Motivation Instrument. Four hundred and twenty two cyclists (371 males, 51 females who were registered members of the state competitive cycling body completed a fifty-one item instrument. Five factors were identified: social, embodiment, self-presentation, exploring environments and physical health outcomes and these accounted for 47.2% of the variance. Factor alpha coefficients ranged from .63 to .88, overall scale reliability was .92, suggesting moderate to high reliability for each of the factors and the overall scale.
Christensen, Peter Møller; Nyberg, Michael Permin; Bangsbo, Jens
The present study examined if an elevated nitrate intake would improve VO(2) kinetics, endurance, and repeated sprint capacity in elite endurance athletes. Ten highly trained cyclists (72¿±¿4¿mL O(2) /kg/min, mean¿±¿standard deviation) underwent testing for VO(2) kinetics (3¿×¿6¿min at 298¿±¿28¿W...... juice. Plasma NOx (nitrate¿+¿nitrite) levels were higher (P¿......The present study examined if an elevated nitrate intake would improve VO(2) kinetics, endurance, and repeated sprint capacity in elite endurance athletes. Ten highly trained cyclists (72¿±¿4¿mL O(2) /kg/min, mean¿±¿standard deviation) underwent testing for VO(2) kinetics (3¿×¿6¿min at 298¿±¿28¿W......), endurance (120¿min preload followed by a 400-kcal time trial), and repeated sprint capacity (6¿×¿20¿s sprints, recovery 100¿s) during two 6-day periods in randomized order with a daily ingestion of either 0.5¿L beetroot (BR) juice to increase nitrate levels or a 0.5¿L placebo (PLA) drink with blackcurrant...
Int Panis, Luc; de Geus, Bas; Vandenbulcke, Grégory; Willems, Hanny; Degraeuwe, Bart; Bleux, Nico; Mishra, Vinit; Thomas, Isabelle; Meeusen, Romain
Emerging evidence suggests that short episodes of high exposure to air pollution occur while commuting. These events can result in potentially adverse health effects. We present a quantification of the exposure of car passengers and cyclists to particulate matter (PM). We have simultaneously measured concentrations (PNC, PM2.5 and PM10) and ventilatory parameters (minute ventilation (VE), breathing frequency and tidal volume) in three Belgian locations (Brussels, Louvain-la-Neuve and Mol) for 55 persons (38 male and 17 female). Subjects were first driven by car and then cycled along identical routes in a pairwise design. Concentrations and lung deposition of PNC and PM mass were compared between biking trips and car trips. Mean bicycle/car ratios for PNC and PM are close to 1 and rarely significant. The size and magnitude of the differences in concentrations depend on the location which confirms similar inconsistencies reported in literature. On the other hand, the results from this study demonstrate that bicycle/car differences for inhaled quantities and lung deposited dose are large and consistent across locations. These differences are caused by increased VE in cyclists which significantly increases their exposure to traffic exhaust. The VE while riding a bicycle is 4.3 times higher compared to car passengers. This aspect has been ignored or severely underestimated in previous studies. Integrated health risk evaluations of transport modes or cycling policies should therefore use exposure estimates rather than concentrations.
Tin Tin, Sandar; Woodward, Alistair; Thornley, Simon; Langley, John; Rodgers, Anthony; Ameratunga, Shanthi
Utility cycling provides substantial health, environmental and economic benefits. Despite a favourable trend in leisure-time cycling, cycling is infrequently used for everyday travel needs in New Zealand. This study investigated cyclists' attitudes toward environmental and policy measures that would encourage them to cycle more, particularly for a trip to work. A cross-sectional analysis was undertaken using baseline data obtained from the Taupo Bicycle Study, a web-based longitudinal study. The study population comprised 2469 cyclists, aged 16 years or over, who had enrolled in the 2006 Wattyl Lake Taupo Cycle Challenge. The majority (88%) reported the provision of bicycle lanes as an important factor that would encourage them to cycle more often, followed by bicycle paths (76%), better bicycle security (64%), reduced motor vehicle speed (55%) and bike friendly public transport (38%). Of those who reported travelling to work at least once a week (N = 2223), varying proportions reported shower facilities at work (61%), fewer difficult intersections (43%), rising fuel costs (41%), fewer car parks (27%), bike designed to commute (26%) and rising cost of car parking (25%) as important factors that would encourage them to cycle to work more often. There were important differences in these perceived influences defined by the participants' socio-demographic characteristics and current cycling habits.
Full Text Available This study investigated the effect of recovery duration on repeated anaerobic performance in elite cyclists. The study followed a cross-over design protocol. Twelve elite male cyclists were randomly assigned to three groups (with recovery duration of 1, 2 and 3 min, respectively. All the subjects performed 4 repeated Wingate tests (4 × 30 s WT at 48 h intervals for three different recovery periods. No significant interaction was observed between the effects of recovery duration and repetition (p>0.05, whereas there was a significant main effect of repetition on peak power, mean power, and a fatigue index (p0.05. In contrast, mean power decreased significantly in repeated WTs with 1, 2 and 3 min recovery duration (p0.05. In a 4 × 30 s WT, peak power decreased in cycles with 1 and 2 min recovery duration, but remained unchanged with 3 min recovery duration, whereas mean power decreased in all recovery duration procedures. The WT with 1 min recovery duration caused greater fatigue. Although recovery duration affected both peak power and mean power, the effect on peak power was greater.
Full Text Available This paper focuses upon public attitudes to and public acceptance of road-user charging as an effective means of managing travel demand, with the overall aim of identifying the characteristics of key interest groups, the kinds of attitudes they hold and their preferences for the distribution of the benefits of generated net revenues and released roadspace. It is argued that this knowledge can play a pivotal role in the design of road-user charging systems that satisfy two important criteria – namely, that they are capable of achieving their stated objectives and are generally acceptable to the public. A case-study of three toll-rings used for revenue generation by the Norwegian cities of Bergen, Oslo and Trondheim is selected, where a team of Norwegian interviewers administered a computer-based survey to a total of 756 respondents. Results of the analyses of the attitudinal data collected raise concerns about the approach of introducing initially low levels of road-use charge, designed to have negligible impacts on travel behaviour but to raise revenues to fund necessary improvements to public transport, both to familiarise private car-users with the principles of a pay-as-you-go system of charging and hopefully to reduce levels of public opposition prior to the introduction of the longer term objective of higher charges for traffic restraint. The timescale over which charges are increased may be crucial in terms of balancing a resistance to change in the longer term against the credibility of a system whose objectives are modified in the relatively short-term. The key conclusion from the first Stated Preference exercise is that there is a high degree of consensus among individuals on the importance of investing significant amounts of net revenues in new road infrastructure as well as improved public transport. The second Stated Preference exercise highlights respondents' concerns that the benefits in improved network performance achieved by a
U.S. Environmental Protection Agency — Roads are a source of auto related pollutants (e.g. gasoline, oil and other engine fluids). When roads are near streams, rain can wash these pollutants directly into...
U.S. Environmental Protection Agency — Roads are a source of auto related pollutants (e.g. gasoline, oil and other engine fluids). When roads are near streams, rain can wash these pollutants directly into...
U.S. Environmental Protection Agency — Road density is generally highly correlated with amount of developed land cover. High road densities usually indicate high levels of ecological disturbance. More...
Vermont Center for Geographic Information — (Link to Metadata)(User Guide)(Symbology layer files: aotclass_only.lyr aotclass_surfacetyp.lyr)The Vermont Road Centerline data layer (TransRoad_RDS) contains all...
Twisk, D.A.M. Platteel, S. & Lovegrove, G.R.
Pedelecs, popular among elderly cyclists, are associated with a higher injury risk than conventional bicycles. About 17% of these injuries are due to falls while (dis)mounting. Using instrumented bicycles, this study aimed to identify factors contributing to the stability of self-chosen mounting
Engbers, C.; Dubbeldam, R.; Buurke, J. H.; Schaake, L.; Rietman, J. S.; de Waard, D.
The aim of this study was to evaluate the effects on behaviour, mental effort and acceptance of a simple prototype of an electronic rear-view assistance system designed for older cyclists that are at risk of falls. The prototype was incorporated into a simple cycling simulator and provided
Engbers, Carola; Dubbeldam, Rosemary; Buurke, Jaap H.; Schaake, Leendert; de Goede, Maartje; Rietman, J.S.; de Waard, Dick
The aim of this study was to evaluate the effects on behaviour, mental effort and acceptance of a simple prototype of an electronic rear-view assistance system designed for older cyclists that are at risk of falls. The prototype was incorporated into a simple cycling simulator and provided
Gunnarsson, Thomas Gunnar Petursson; Christensen, Peter Møller; Thomassen, Martin
The effects of intensified training in combination with a reduced training volume on muscle ion kinetics, transporters and work capacity were examined. Eight well-trained cyclists replaced their regular training with speed-endurance training (12x30-s sprints) 2-3 times per wk and aerobic high...
Paoli, Antonio; Bianco, Antonino; Battaglia, Giuseppe; Bellafiore, Marianna; Grainer, Alessandro; Marcolin, Giuseppe; Cardoso, Claudia C; Dall'aglio, Roberto; Palma, Antonio
To study the effects of passive rest (PR) and sports massage with (SMOZO) and without (SM) ozonised oil on sports performance psycho-physiological indices in competitive amateur cyclists after 3 pre-fatiguing Wingate cycle and post-recovery ramp tests. An intra-subjects experimental design with repeated measures. Department of Human Anatomy and Physiology, University of Padua. Fifteen male competitive cyclists (age: 27 ± 3.5 years, body weight: 77.6 ± 8.3 kg, height: 178 ± 7.7 cm) were studied. Subjects' power output (P), heart rate (HR), Visual Analogue Scale (VAS) score and blood lactate (BL) clearance in response to PR, SMOZO and SM recoveries were compared. There were no significant differences in cyclists' heart rate patterns in the three experimental conditions (p > 0.05). After SMOZO recovery, athletes showed a higher Pmax (p oil during sports massage increases blood lactate removal, improves performance and reduces the perception of fatigue in cyclists from 3 Wingate tests. Copyright © 2012 Elsevier Ltd. All rights reserved.
Jørgensen, N O; Aagaard, Pierre E.; Rysgaard, Rikke
Observations from 4 intersections in Copenhagen are used to formulate a model for the delays which right turning car traffic experience due to straight ahead going pedestrians and cyclists. The empirical data are used to formulate a simulation model which allows estimation of delays in cases...
Full Text Available Not only do overloaded vehicles pose an increased safety risk on the road (reduced stability and braking efficiency etc.), but they also accelerate the rate of deterioration of the road network and increase road maintenance costs, which in turn...
Full Text Available Development of the road network, increasing motorization of the population significantly increase the risk of accidents. Experts in the field of traffic are developing methods to reduce the probability of accidents. The ways of solving the problems of road safety audit at various stages of the «life» of roads are considered.
Brockamp, Thomas; Schmucker, Uli; Lefering, Rolf; Mutschler, Manuel; Driessen, Arne; Probst, Christian; Bouillon, Bertil; Koenen, Paola
Most young people killed in road crashes are known as vulnerable road users. A combination of physical and developmental immaturity as well as inexperience increases the risk of road traffic accidents with a high injury severity rate. Understanding injury mechanism and pattern in a group of young road users may reduce morbidity and mortality. This study analyzes injury patterns and outcomes of young road users compared to adult road users. The comparison takes into account different transportation related injury mechanisms. A retrospective analysis using data collected between 2002 and 2012 from the TraumaRegister DGU® was performed. Only patients with a transportation related injury mechanism (motor vehicle collision (MVC), motorbike, cyclist, and pedestrian) and an ISS ≥ 9 were included in our analysis. Four different groups of young road users were compared to adult trauma data depending on the transportation related injury mechanism. Twenty four thousand three hundred seventy three, datasets were retrieved to compare all subgroups. The mean ISS was 23.3 ± 13.1. The overall mortality rate was 8.61%. In the MVC, the motorbike and the cyclist group, we found young road users having more complex injury patterns with a higher AIS pelvis, AIS head, AIS abdomen and AIS of the extremities and also a lower GCS. Whereas in these three sub-groups the adult trauma group only had a higher AIS thorax. Only in the group of the adult pedestrians we found a higher AIS pelvis, AIS abdomen, AIS thorax, a higher AIS of the extremities and a lower GCS. This study reports on the most common injuries and injury patterns in young trauma patients in comparison to an adult trauma sample. Our analysis show that in contrast to more experienced road users our young collective refers to be a vulnerable trauma group with an increased risk of a high injury severity and high mortality rate. We indicate a striking difference in terms of the region of injury and the mechanism of
Peter M. Tiidus
Full Text Available The aim of this study was to investigate the effect of two different tapering period lengths on the concentration of plasma interleukin- 6 (IL-6, interleukin (IL-1β and tumor necrosis factor-? (TNF-α and performance in elite male cyclists. To this end, after completing 8 weeks progressive endurance exercise, twenty four high-level endurance cyclists were randomly assigned to one of two groups: a control group of cyclists (n = 12 continued performing progressive weekly training volume for 3 weeks while a taper group of cyclists (n = 12 proceeded with a 50% reduction in weekly training volume relative to the control group. A simulated 40 min time trial (40TT performance ride was used as the criterion index of performance before and after the tapering period to evaluate the physiological and performance effects of each protocol. Blood samples were collected immediately post-40TT from all participants at the beginning of week 1, and the end of weeks 4, 8, 9 and 11. IL-1β, IL-6 and TNFα were assayed using a standard commercial ELISA kits (Quantikine; R & D Systems, Minneapolis, MN. The mean time to complete the 40TT in the taper group decreased significantly (p < 0.01 after both 1 and 3 weeks with reduced training volume relative to the control group. There were significant reductions in (p < 0.001 IL-1β, IL-6 and TNFα concentrations in the taper group relative to the control group at the end of the 3 week tapering period, but not at the end of the 1 week tapering period. These results demonstrate that both a 1 and a 3 week taper period will result in improved physical performance in trained cyclists but only a 3 week taper period will result in attenuation of post-exercise pro- inflammatory cytokines when compared to those continuing a more intense training regimen
Chen, Steve; Kim, Woosong; Henning, Susanne M; Carpenter, Catherine L; Li, Zhaoping
Human exercise capacity declines with advancing age. These changes often result in loss of physical fitness and more rapid senescence. Nitric oxide (NO) has been implicated in improvement of exercise capacity through vascular smooth muscle relaxation in both coronary and skeletal muscle arteries, as well as via independent mechanisms. Antioxidants may prevent nitric oxide inactivation by oxygen free radicals. The purpose of this study was to investigate the effects of an L-arginine and antioxidant supplement on exercise performance in elderly male cyclists. This was a two-arm prospectively randomized double-blinded and placebo-controlled trial. Sixteen male cyclists were randomized to receive either a proprietary supplement (Niteworks(R), Herbalife International Inc., Century City, CA) or a placebo powder. Exercise parameters were assessed by maximal incremental exercise testing performed on a stationary cycle ergometer using breath-by-breath analysis at baseline, week one and week three. There was no difference between baseline exercise parameters. In the supplemented group, anaerobic threshold increased by 16.7% (2.38 +/- 0.18 L/min, p < 0.01) at week 1, and the effect was sustained by week 3 with a 14.2% (2.33 +/- 0.44 L/min, p < 0.01). In the control group, there was no change in anaerobic threshold at weeks 1 and 3 compared to baseline (1.88 +/- 0.20 L/min at week 1, and 1.86 +/- 0.21 L/min at week 3). The anaerobic threshold for the supplement groups was significantly higher than that of placebo group at week 1 and week 3. There were no significant changes noted in VO2 max between control and intervention groups at either week 1 or week 3 by comparison to baseline. An arginine and antioxidant-containing supplement increased the anaerobic threshold at both week one and week three in elderly cyclists. No effect on VO2 max was observed. This study indicated a potential role of L-arginine and antioxidant supplementation in improving exercise performance in
Lieke J J Klinkenberg
Full Text Available Cardiac troponin is the biochemical gold standard to diagnose acute myocardial infarction. Interestingly however, elevated cardiac troponin concentrations are also frequently observed during and after endurance-type exercise. Oxidative stress associated with prolonged exercise has been proposed to contribute to cardiac troponin release. Therefore, the aim of this study was to assess the effect of 4 week astaxanthin supplementation (a potent cartenoid antioxidant on antioxidant capacity and exercise-induced cardiac troponin release in cyclists.Thirty-two well-trained male cyclists (age 25±5, weight 73±7 kg, maximum O2 uptake 60±5 mL·kg(-1·min(-1, Wmax 5.4±0.5 W·kg(-1; mean ± SD were repeatedly subjected to a laboratory based standardized exercise protocol before and after 4 weeks of astaxanthin (20 mg/day, or placebo supplementation in a double-blind randomized manner. Blood samples were obtained at baseline, at 60 min of cycling and immediately post-exercise (≈ 120 min.The pre-supplementation cycling trial induced a significant rise of median cardiac troponin T concentrations from 3.2 (IQR 3.0-4.2 to 4.7 ng/L (IQR 3.7-6.7, immediately post-exercise (p<0.001. Four weeks of astaxanthin supplementation significantly increased mean basal plasma astaxanthin concentrations from non-detectable values to 175±86 µg·kg(-1. However, daily astaxanthin supplementation had no effect on exercise-induced cardiac troponin T release (p = 0.24, as measured by the incremental area under the curve. Furthermore, the elevation in basal plasma astaxanthin concentrations was not reflected in changes in antioxidant capacity markers (trolox equivalent antioxidant capacity, uric acid, and malondialdehyde. Markers of inflammation (high-sensitivity C-reactive protein and exercise-induced skeletal muscle damage (creatine kinase were equally unaffected by astaxanthin supplementation.Despite substantial increases in plasma astaxanthin concentrations
upon a massive road-building programme throughout the colony. The rapid expansion ..... transportation problems of his textile customers and palm produce producers and ... unflinching loyalty and solidarity with their illustrious son, General.
Knechtle, Beat; Wirth, Andrea; Knechtle, Patrizia; Rosemann, Thomas
In 28 male Caucasian nonprofessional ultracyclists, we investigated whether anthropometry or training volume had an influence on race speed in the 600 km at the Swiss Cycling Marathon 2007. Anthropometric parameters (age, body mass, body height, skinfold thicknesses) were determined before the race to calculate body mass index and percent body fat. In addition, participants, using a training diary, recorded their training volume in hours and kilometers in the 3 months before the race. The influence of anthropometry and training volume on speed in the race as the dependent variable was investigated in a multiple linear regression model. Anthropometry showed a moderate association with speed in the race (r2 = .178, p .05). We concluded that anthropometry had a greater influence on race performance than training volume in recreational ultraendurance cyclists.
Vogiatzis, Ioannis; Athanasopoulos, Dimitris; Boushel, Robert Christopher
We investigated whether the greater degree of exercise-induced diaphragmatic fatigue previously reported in highly trained athletes in hypoxia (compared with normoxia) could have a contribution from limited respiratory muscle blood flow. Seven trained cyclists completed three constant load 5 min...... exercise tests at inspired O(2) fractions (FIO2) of 0.13, 0.21 and 1.00 in balanced order. Work rates were selected to produce the same tidal volume, breathing frequency and respiratory muscle load at each FIO2 (63 +/- 1, 78 +/- 1 and 87 +/- 1% of normoxic maximal work rate, respectively). Intercostals......(-1) and 95.1 +/- 7.8 ml (100 ml)(-1) min(-1), respectively). Neither IMBF was different across hypoxia, normoxia and hyperoxia (53.6 +/- 8.5, 49.9 +/- 5.9 and 52.9 +/- 5.9 ml (100 ml)(-1) min(-1), respectively). We conclude that when respiratory muscle energy requirement is not different between...
Iniguez-de-la Torre, A; Iniguez, J
When seasonal journeys take place in nature, birds and fishes migrate in groups. This provides them not only with security but also a considerable saving of energy. The power they need to travel requires overcoming aerodynamic or hydrodynamic drag forces, which can be substantially reduced when the group travels in an optimal arrangement. Also in this area, humans imitate nature, which is especially evident in the practice of outdoor sports and motor competitions. Cycle races, in which speeds of up to 15 m s -1 are frequent, offer great opportunities to appreciate the advantage of travelling in a group. Here we present a brief analysis of the aerodynamics of a cycling team in a time-trial challenge, showing how each rider is favoured according to his position in the group. We conclude that the artificial tail wind created by the team also benefits the cyclist at the front by about 5%.
Green, H J; Carter, S; Grant, S; Tupling, R; Coates, G; Ali, M
To examine the hypothesis that foot-strike hemolysis alters vascular volumes and selected hematological properties is trained athletes, we have measured total blood volume (TBV), red cell volume (RCV) and plasma volume (PV) in cyclists (n = 21) and runners (n = 17) and compared them to those of untrained controls (n = 20). TBV (ml x kg(-1)) was calculated as the sum of RCV (ml x kg(-1)) and PV (ml x kg(-1)) obtained using 51Cr and 125I-labelled albumin, respectively. Hematological assessment was carried out using a Coulter counter. Peak aerobic power (VO2peak) was measured during progressive exercise to fatigue using both cycle and treadmill ergometry. RCV was 15% higher (P strike hemolysis would not appear to have an effect on that parameter. The significant correlations (P role for the vascular system in realizing a high aerobic power.
Íñiguez-de-la Torre, A.; Íñiguez, J.
When seasonal journeys take place in nature, birds and fishes migrate in groups. This provides them not only with security but also a considerable saving of energy. The power they need to travel requires overcoming aerodynamic or hydrodynamic drag forces, which can be substantially reduced when the group travels in an optimal arrangement. Also in this area, humans imitate nature, which is especially evident in the practice of outdoor sports and motor competitions. Cycle races, in which speeds of up to 15 m s-1 are frequent, offer great opportunities to appreciate the advantage of travelling in a group. Here we present a brief analysis of the aerodynamics of a cycling team in a time-trial challenge, showing how each rider is favoured according to his position in the group. We conclude that the artificial tail wind created by the team also benefits the cyclist at the front by about 5%.
Garvican, L; Martin, D; Quod, M; Stephens, B; Sassi, A; Gore, C
To determine the time course of hemoglobin mass (Hb(mass)) to natural altitude training, Hb(mass), erythropoietin [EPO], reticulocytes, ferritin and soluble transferrin receptor (sTfR) were measured in 13 elite cyclists during, and 10 days after, 3 weeks of sea level (n=5) or altitude (n=8, 2760 m) training. Mean Hb(mass), with a typical error of ∼2%, increased during the first 11 days at altitude (mean ± standard deviation 2.9 ± 2.0%) and was 3.5 ± 2.5% higher than baseline after 19 days. [EPO] increased 64.2 ± 18.8% after 2 nights at altitude but was not different from baseline after 12 nights. Hb(mass) and [EPO] did not increase in sea level. Reticulocytes (%) were slightly elevated in altitude at Days 5 and 12 (18.9 ± 17.7% and 20.4 ± 25.3%), sTfR was elevated at Day 12 (18.9 ± 15.0%), but both returned to baseline by Day 20. Hb(mass) and [EPO] decreased on descent to sea level while ferritin increased. The mean increase in Hb(mass) observed after 11 days (∼300 h) of altitude training was beyond the measurement error and consitent with the mean increase after 300 h of simulated live high:train low altitude. Our results suggest that in elite cyclists, Hb(mass) increases progressively with 3 weeks of natural altitude exposure, with greater increases expected as exposure persists. © 2010 John Wiley & Sons A/S.
Bartram, Jason C; Thewlis, Dominic; Martin, David T; Norton, Kevin I
With knowledge of an individual's critical power (CP) and W' the SKIBA 2 model provides a framework with which to track W' balance during intermittent high intensity work bouts. There are fears the time constant controlling the recovery rate of W' (τ W' ) may require refinement to enable effective use in an elite population. Four elite endurance cyclists completed an array of intermittent exercise protocols to volitional exhaustion. Each protocol lasted approximately 3.5-6 minutes and featured a range of recovery intensities, set in relation to athlete's CPs (DCP). Using the framework of the SKIBA 2 model, the τ W ' values were modified for each protocol to achieve an accurate W' at volitional exhaustion. Modified τ W ' values were compared to equivalent SKIBA 2 τ W ' values to assess the difference in recovery rates for this population. Plotting modified τ W ' values against DCP showed the adjusted relationship between work-rate and recovery-rate. Comparing modified τ W' values against the SKIBA 2 τ W' values showed a negative bias of 112±46s (mean±95%CL), suggesting athlete's recovered W' faster than predicted by SKIBA 2 (p=0.0001). The modified τ W' to DCP relationship was best described by a power function: τ W' =2287.2∗D CP -0.688 (R 2 = 0.433). The current SKIBA 2 model is not appropriate for use in elite cyclists as it under predicts the recovery rate of W'. The modified τ W' equation presented will require validation, but appears more appropriate for high performance athletes. Individual τ W' relationships may be necessary in order to maximise the model's validity.
Ramos-Ortega, Javier; Domínguez, Gabriel; Castillo, José Manuel; Fernández-Seguín, Lourdes; Munuera, Pedro V
The aim of this work was to study the relationship of torsional and rotational parameters of the lower limb with a specific angular position of the cleat to establish whether these variables affect the adjustment of the cleat. Correlational study. Motion analysis laboratory. Thirty-seven male cyclists of high performance. The variables studied of the cyclist's lower limb were hip rotation (internal and external), tibial torsion angle, Q angle, and forefoot adductus angle. The cleat angle was measured through a photograph of the sole and with an Rx of this using the software AutoCAD 2008. The variables were photograph angle (photograph), the variable denominated cleat-tarsus minor angle, and a variable denominated cleat-second metatarsal angle (Rx). Analysis included the intraclass correlation coefficient for the reliability of the measurements, Student's t test performed on the dependent variables to compare side, and the multiple linear regression models were calculated using the software SPSS 15.0 for Windows. The Student's t test performed on the dependent variables to compare side showed no significant differences (P = 0.209 for the photograph angle, P = 0.735 for the cleat-tarsus minor angle, and P = 0.801 for the cleat-second metatarsal angle). Values of R and R2 for the photograph angle model were 0.303 and 0.092 (P = 0.08), the cleat/tarsus minor angle model were 0.683 and 0.466 (P < 0.001), and the cleat/second metatarsal angle model were 0.618 and 0.382, respectively (P < 0.001). The equation given by the model was cleat-tarsus minor angle = 75.094 - (0.521 × forefoot adductus angle) + (0.116 × outward rotation of the hips) + (0.220 × Q angle).
Talanian, Jason L; Spriet, Lawrence L
The aim of the present study was to assess if low and moderate doses of caffeine delivered in a carbohydrate-electrolyte solution (CES) late in exercise improved time-trial (TT) performance. Fifteen (11 male, 4 female) cyclists (age, 22.5 ± 0.9 years; body mass, 69.3 ± 2.6 kg; peak oxygen consumption, 64.6 ± 1.9 mL·min(-1)·kg(-1)) completed 4 double-blinded randomized trials. Subjects completed 120 min of cycling at ∼60% peak oxygen consumption with 5 interspersed 120-s intervals at ∼82% peak oxygen consumption, immediately followed by 40-s intervals at 50 W. Following 80 min of cycling, subjects either ingested a 6% CES (PL), a CES with 100 mg (low dose, 1.5 ± 0.1 mg·kg body mass(-1)) of caffeine (CAF1), or a CES with 200 mg (moderate dose, 2.9 ± 0.1 mg·kg body mass(-1)) of caffeine (CAF2). Following the 120-min cycling challenge, cyclists completed a 6-kJ·kg body mass(-1) TT. There was no difference between respiratory, heart rate, glucose, free fatty acid, body mass, hematocrit, or urine specific gravity measurements between treatments. The CAF2 (26:36 ± 0:22 min:s) TT was completed faster than CAF1 (27:36 ± 0:32 min:s, p caffeine delivered late in exercise improved TT performance over the PL trial and the moderate dose (CAF2) improved performance to a greater extent than the low dose (CAF1).
This paper reviews game-theoretic models that have been developed to explain road user behaviour in situations where road users interact with each other. The paper includes the following game-theoretic models: 1.A general model of the interaction between road users and their possible reaction to measures improving safety (behavioural adaptation).2.Choice of vehicle size as a Prisoners’ dilemma game.3.Speed choice as a co-ordination game.4.Speed compliance as a game between drivers and the police.5.Merging into traffic from an acceleration lane as a mixed-strategy game.6.Choice of level of attention in following situations as an evolutionary game.7.Choice of departure time to avoid congestion as variant of a Prisoners’ dilemma game.8.Interaction between cyclists crossing the road and car drivers.9.Dipping headlights at night well ahead of the point when glare becomes noticeable.10.Choice of evasive action in a situation when cars are on collision course. The models reviewed are different in many respects, but a common feature of the models is that they can explain how informal norms of behaviour can develop among road users and be sustained even if these informal norms violate the formal regulations of the traffic code. Game-theoretic models are not applicable to every conceivable interaction between road users or to situations in which road users choose behaviour without interacting with other road users. Nevertheless, it is likely that game-theoretic models can be applied more widely than they have been until now. Copyright © 2013 Elsevier Ltd. All rights reserved.
Lahrmann, Harry Spaabæk; Madsen, Tanja Kidholm Osmann; Olesen, Anne Vingaard
In this paper we describe the safety impact of increased visibility of cyclists through two randomised controlled trials: permanent running lights on bicycles and a yellow bike jacket, respectively....
Full Text Available Dear Editor-in- ChiefLoss of fluid during prolonged exercise has been purported to be a cause of fatigue (Below et al., 1995; Walsh et al., 1994, for example. A plethora of information regarding 'optimal' fluid replacement strategies exists; perhaps the most prominent of these in the public domain is the position stand on exercise and fluid replacement published by the American College of Sports Medicine (ACSM. It recommends that one should ingest fluid early and continually at regular intervals in an attempt to replace the volume of fluid lost through sweating or consume as much as can be tolerated (Covertino et al., 1996. Drinking practices associated with different types of endurance activity are not well documented and it may be possible that the guidelines based on empirical data derived from laboratory conditions lack the necessary ecological validity for performance in the field. To our knowledge, there are no data on fluid intake or body mass losses during high-intensity cycling time trials (TT outside of laboratory conditions; although a pilot study questionnaire used by El-Sayed et al., 1997 revealed that the volume ingested in pre-race preparation over a similar TT race distance (46 km ranged between 0.125-0.5 L. Therefore the aim of this investigation was to elucidate the fluid ingestion strategies of competitive cyclists during pre-race preparation and 40 km TT competition and the resultant body mass loss.Seventy-two competitive male cyclists ranging from Elite Category to Category 4 cyclists (according to British Cycling classification volunteered to participated in this investigation from two separate 40 km TT (n = 21 and n = 51, respectively. Mean (±SD body mass, height and age for all participants were 73.4 ± 7.5 kg, 1.77 ± 0.06 m, and 47 ± 13 years. All procedures were approved by the University's Research Ethics Committee and subjects completed informed consent prior to the start of the investigation.Both events were held
Full Text Available Road centerline extraction from imagery constitutes a key element in numerous geospatial applications, which has been addressed through a variety of approaches. However, most of the existing methods are not capable of dealing with challenges such as different road shapes, complex scenes, and variable resolutions. This paper presents a novel method for road centerline extraction from imagery in a fully automatic approach that addresses the aforementioned challenges by exploiting road GPS data. The proposed method combines road color feature with road GPS data to detect road centerline seed points. After global alignment of road GPS data, a novel road centerline extraction algorithm is developed to extract each individual road centerline in local regions. Through road connection, road centerline network is generated as the final output. Extensive experiments demonstrate that our proposed method can rapidly and accurately extract road centerline from remotely sensed imagery.
The aim was to study road-related injuries and fatalities in under 15-year-olds in three time periods (1996-2000, 2004-2008 and 2009 -2013 respectively) to assess whether progress has been made via cross-sectoral efforts (legislation, public awareness campaigns and police enforcement) to reduce this injury toll in Ireland. For road traffic collisions where an injury has occurred, police assistance is required and at the time a detailed CT 68 form is completed by the attending police officer and sent to the Road Safety Authority for analysis. Details regarding the severity of injury, light and road conditions and safety measures such as seat belt or car restraint use, seat position and helmet use if a cyclist is involved are recorded. Injuries were sub-classified as fatalities, serious (detained in hospital, fractures, severe head injury, severe internal injuries or shock requiring treatment) or minor. All data for the three time periods was entered onto an SPSS database. A concerted national campaign re road safety media campaign allied to random breath testing, penalty points for driving offences, on the spot fines for speeding and greater police enforcement took place over the 17-year timeframe and continues to this day. When results were compared between the three cohorts, total injuries dropped from 5928 (1996-2000) to 3903 (2009-2013).Fatal injuries dropped from 163 to 43 with car occupant fatalities fell from 69 to 17 between 1996-2000 and 2009-2013. Serious injuries dropped from 347 in the first cohort to 201 in the third cohort. Minor injuries fell from 5,063 to 3,659 between first and last cohort. Pedestrian injuries dropped from 1719 to 1258 with pedestrian fatalities decreased from 61 (1996-2000) to 21 (2009-2013) and serious pedestrian injuries decreased from 261 down to 129. Cyclist fatalities saw the most significant fall (76%) with a dramatic reduction in fatalities from 25 down to 6. A national road safety campaign, greater police enforcement and a
Elliott, Simon; Woolacott, Helen; Braithwaite, Robin
Researchers have studied the involvement of drugs and alcohol in fatal road traffic incidents, but with particular emphasis on the possible impairment of the driver. This paper describes a comparative study of drug and alcohol findings in various victim groups (drivers of cars, vans or lorries, car passengers, motorcyclists, motorcycle passengers, cyclists and pedestrians) between 2000 and 2006. Post-mortem blood and urine specimens submitted were analysed by immunoassay, GC-NPD, GC-FID, GC-MS and HPLC-DAD. The results of 1047 cases indicated 54% of all victims were positive for drugs and/or alcohol, with the highest percentage of positive findings occurring in pedestrians (63%). Males between the ages of 17-24 were most likely to be involved in a road traffic accident, whether being in control of a vehicle (driver) or involved indirectly (car passenger, pedestrian, motorcycle passenger). A wide range of drugs were detected (e.g., drugs of abuse, anti-convulsants, anti-histamines, anti-inflammatories, anti-psychotics, cardiac drugs and over-the-counter products), but alcohol and cannabinoids were the most frequent substances across the victim groups. When detected, alcohol was commonly above the legal driving limit in blood and urine (>63% in those in control and >60% not in control). Overall, the presence of drugs and/or alcohol was of similar frequency in those victims in control (55% of driver, 48% of motorcyclists, 33% of cyclists) and not in control of a vehicle (52% of car passengers, 63% of pedestrians). This degree of frequency strongly implicates the involvement of drugs and alcohol in road traffic incidents and infers an effect on driving ability and individual impairment.
Beiker, Sven; Road Vehicle Automation
This contributed volume covers all relevant aspects of road vehicle automation including societal impacts, legal matters, and technology innovation from the perspectives of a multitude of public and private actors. It is based on an expert workshop organized by the Transportation Research Board at Stanford University in July 2013. The target audience primarily comprises academic researchers, but the book may also be of interest to practitioners and professionals. Higher levels of road vehicle automation are considered beneficial for road safety, energy efficiency, productivity, convenience, and social inclusion. The necessary key technologies in the fields of object-recognition systems, data processing, and infrastructure communication have been consistently developed over the recent years and are mostly available on the market today. However, there is still a need for substantial research and development, e.g. with interactive maps, data processing, functional safety, and the fusion of different data sources...
Consider a vehicle moving on a road whose usage over time creates an uneven surface on the road. Road unevenness that we encounter on surface communications often arises as a consequence of dynamical effects of moving vehicles, of weather changes, and due to road construction works. This article concerns with mathematical modeling of the trajectory of a road vehicle moving on such a surface during the course of road maintenance.
What is Vision Hampton Roads? : Vision Hampton Roads is... : A regionwide economic development strategy based on the collective strengths of all : localities of Hampton Roads, created with the input of business, academia, nonprofits, : government,...
Road crashes result in all kinds of social costs, such as medical costs, production loss, human losses, property damage, settlement costs and costs due to congestion. Studies into road crash costs and their trends are carried out quite regularly. In 2009, the costs amounted to € 12.5 billion, or
Conde, Dalia Amor
Road-building projects in the Mayan Biosphere Reserve to connect Mexico and Guatemala were subjected to a cost-benefit evaluation. Up to an estimated 311,000 hectares of jaguar habitat were found to be at risk of deforestation due to these projects. Some of the projects were shown to have negativ...... of continued conservation rather than road development....
A classic Road Diet converts an existing four-lane undivided roadway segment to a three-lane segment consisting of two : through lanes and a center two-way left turn lane (TWLTL). A Road Diet improves safety by including a protected left-turn lane : ...
BROOKHUIS, K; BROWN, [No Value
Modifications to the design of vehicles and road infrastructures have improved road safety significantly over the past decades, but all such developments depend upon user acceptance and institutional backing for their success. New R&D programmes combining ergonomic and engineering approaches are
Eenink, R.G. Dijkstra, A. Wijnen, W. & Janssen, S.T.M.C.
The Nouwen Committee (National Platform Paying Differently for Mobility) advised the Cabinet in 2005 about the introduction of a system of road pricing. Part of this advice consisted of a calculation of the expected road safety effects of such a system. In a letter to the Minister of Transport, SWOV
vehicles enable more renewable electricity to be integrated onto the electricity grid. This is particularly evident in 2050, since the price of fossil fuels increases while the price of renewable electricity and batteries decreases. Finally, the electric road scenarios can facilitate more reductions......This study compares electric roads with oil (petrol and diesel) and battery electric vehicles, using Denmark as a case study. Electric roads can reduce the cost of electric vehicles by supplying them with electricity directly from the road rather than via a battery for long-distance journeys....... In this paper, an electric road scenario is compared to both an oil and battery electric vehicle scenario using the 2010 Danish energy system, but for two sets of costs: one set based on historical costs from the year 2010 and one based on projected costs for the year 2050. The results indicate that electric...
Manson, T.; Blok, M.
A general review of the measures involved in restoring abandoned access road sites in British Columbia was presented. Permits and licences are needed for the use of crown land for roads used by the petroleum and natural gas industry for exploration activities. However, the regulatory framework for road site reclamation is not well developed. The nature of access road reclamation is very site-specific. Some of the issues that are considered for all reclamation projects include slope stability, water control, revegetation, soil rehabilitation, access management and monitoring. The primary objective of reclaiming access road sites is to return the site to conditions that are equal or better than pre-disturbance conditions. Restoration measures must be approved by BC Environment and by the Department of Fisheries and Oceans where federal fisheries responsibilities are involved. 54 refs., 5 tabs., 3 figs
Road traffic accidents (RTAs) have emerged as an important public health issue which needs to be tackled by a multi-disciplinary approach. The trend in RTA injuries and death is becoming alarming in countries like India. The number of fatal and disabling road accident happening is increasing day by day and is a real public health challenge for all the concerned agencies to prevent it. The approach to implement the rules and regulations available to prevent road accidents is often ineffective and half-hearted. Awareness creation, strict implementation of traffic rules, and scientific engineering measures are the need of the hour to prevent this public health catastrophe. This article is intended to create awareness among the health professionals about the various modalities available to prevent road accidents and also to inculcate a sense of responsibility toward spreading the message of road safety as a good citizen of our country. PMID:24479025
Full Text Available Road traffic accidents (RTAs have emerged as an important public health issue which needs to be tackled by a multi-disciplinary approach. The trend in RTA injuries and death is becoming alarming in countries like India. The number of fatal and disabling road accident happening is increasing day by day and is a real public health challenge for all the concerned agencies to prevent it. The approach to implement the rules and regulations available to prevent road accidents is often ineffective and half-hearted. Awareness creation, strict implementation of traffic rules, and scientific engineering measures are the need of the hour to prevent this public health catastrophe. This article is intended to create awareness among the health professionals about the various modalities available to prevent road accidents and also to inculcate a sense of responsibility toward spreading the message of road safety as a good citizen of our country.
Malwina Kamelska Anna
Full Text Available The study aimed to investigate the differences in the effects of 7-month training on aerobic and anaerobic capacity in tandem cycling athletes with and without visual impairment. In this study, Polish elite (n=13 and sub-elite (n=13 visually impaired (VI (n=13; 40.8 ±12.8 years and properly sighted (PS (n=13; 36.7 ±12.2 years tandem-cycling athletes participated voluntarily in 7-month routine training. The following pre-/post-training measurements were conducted on separate days: maximal oxygen uptake (VO2max was estimated with age correction using the Physical Working Capacity test on a bicycle ergometer according to the Astrand-Ryhming method. Maximal power output (Pmax was evaluated using the Quebec test on a bicycle ergometer. At baseline, VO2max (47.8 ±14.1 vs 42.0 ±8.3 ml/kg/min, respectively and Pmax (11.5 ±1.5 vs 11.5 ±1.0 W/kg did not differ significantly between PS and VI cyclists. However, differences in aerobic capacity were considered as clinically significant. Two-way ANOVA revealed that after 7 month training, there were statistically significant increases in VO2max (p=0.003 and Pmax (p=0.009 among VI (VO2max, +9.1%; Pmax, +6.3% and PS (VO2max, +9.1%; Pmax, +11.7% cyclists, however, no time x visual impairment interaction effect was found (VO2max, p=0.467; Pmax, p=0.364. After training, VO2max (p=0.03, but not Pmax (p=0.13, was significantly greater in elite compared to sub-elite tandem cyclists. VI and PS tandem cyclists showed similar rates of improvement in VO2max and Pmax after 7-month training. VO2max was a significant determinant of success in tandem cycling. This is one of the first studies providing reference values for aerobic and anaerobic capacity in visually impaired cyclists.
DUGGAN, WILL; DONNE, BERNARD; FLEMING, NEIL
Previous studies have reported improved efficiency at steeper seat tube angle (STA) during ergometer cycling; however, neuromuscular mechanisms have yet to be fully determined. The current study investigated effects of STA on lower limb EMG activity at varying exercise intensities. Cyclists (n=11) were tested at 2 workloads; 160W and an individualised workload (IWL) equivalent to lactate threshold (TLac) minus 10%δ (derived from maximal incremental data), using 3 STA (70, 75 and 80°). Electromyographic data from Vastus Medialis (VM), Rectus Femoris (RF), Vastus Lateralis (VL) and Biceps Femoris (BF) were assessed. The timing and magnitude of activation were quantified and analysed using a two-way ANOVA. STA had significant (P pedal stroke is generated during the mid-section of the down-stroke, movement of the activation range of knee extensors into the predominantly power phase of the pedal stroke would potentially account for increased efficiency and decreased cardio-respiratory costs. Greater activity of bi-articular RF, in the first 108º of the crank cycle at IWL (80 vs. 70º) may more closely resemble the pelvic stabilising activity of RF in running biomechanics; and potentially explain the more effective transition from cycling to running reported in triathletes using steeper STA. PMID:29399245
Nicolas G. Walton
Full Text Available It has been well documented that for heart transplant recipients (HTrecipient post transplantation exercise capacity does not exceed 60% of healthy age-matched controls. Few studies have been undertaken to determine the cause of exercise limitations following heart transplantation (HT for an elite athlete. Participant was a 39 year old elite male cyclist who suffered an acute myocardial infarction after a cycling race and received a heart transplant (HT four months later. Six weeks prior to his AMI fitness testing was completed and a predicted VO2max of 58 mL·kg-1·min-1 and HRmax of 171 bpm was achieved. The participant underwent maximal exercise testing 6 and 12 months post transplant to determine exercise limitations. His results 6 and 12 months post transplant were a VO2max of 33.8 and 44.2 mL·kg-1·min-1 respectively, and a HR max that was 97% and 96% of HRmax measured. The participant showed an increase in both HRmax and VO2max 12 months post HT compared to previous testing. Results suggest that the limiting factors to exercise following HT are likely due to peripheral function, which became diminished as a result accumulated from 4 months of congestive heart failure, the strain of HT, and immunosuppressive therapy leading up to the exercise testing. Lifestyle before HT and a more aggressive approach to HT recovery should be considered necessary in the improvement of peripheral functioning following HT
Fornasiero, Alessandro; Savoldelli, Aldo; Modena, Roberto; Boccia, Gennaro; Pellegrini, Barbara; Schena, Federico
In the literature there is a lack of data about the development of top level athletes in cross-country mountain biking (XCO). The purpose of this study was to analyze anthropometric and physiological characteristics of some of the best XCO bikers aged between 13 and 16. The study involved 45 bikers (26 males and 19 females) belonging to a youth national team. The evaluations, consisting of anthropometric measures, incremental cycling tests (VO 2max , PPO, P@RCP), and 30 s Wingate Tests (PMax, PMean), were conducted over a lapse of 4 years. Our findings showed in bikers, already at young age, a specific athletic profile advantageous for XCO performance. At the age of 16, just before entering the junior category and competing at international level, male and female bikers showed physiological values normalized to the body mass comparable to those reported in literature for high level athletes (VO 2max >70 and >60 ml/kg/min, PPO >6.5 and >5.5 W/kg, respectively in males and females). The production of high power-to-weight ratios and high peaks of anaerobic power attests the presence of highly developed aerobic and anaerobic systems in young XCO cyclists reflecting the high physiological demand of this sport.
One of the Sustainable Safety principles is that a road should have a recognizable design and a predictable alignment. If this is the case, road users know how they are expected to behave and what they can expect from other road users, so that crashes may be prevented. For roads to be recognizable,
Pryimak, V.; Kyiashko, I.
Characteristics of public roads operation have been considered and factors influencing TEC of public roads that go via urban areas have been determined. There have been revealed contradictions in the normative-legal base concerning maintenance of public roads and municipal roads that merge into them.
Mara, Leo M.
Disclosed is a rapid road repair vehicle capable of moving over a surface to be repaired at near normal posted traffic speeds to scan for and find an the high rate of speed, imperfections in the pavement surface, prepare the surface imperfection for repair by air pressure and vacuum cleaning, applying a correct amount of the correct patching material to effect the repair, smooth the resulting repaired surface, and catalog the location and quality of the repairs for maintenance records of the road surface. The rapid road repair vehicle can repair surface imperfections at lower cost, improved quality, at a higher rate of speed than was was heretofor possible, with significantly reduced exposure to safety and health hazards associated with this kind of road repair activities in the past.
Borgström, Benedikte; Gammelgaard, Britta; Bruun, Poul
Road transport is an important sector, connecting time and space of production and consumption. Its market conditions has changed. The EU single market implementation has increased price pressure due to supply of low cost road freight transport from counties with lower cost structures. Changes...... in the market also encourage strategic development of some road hauliers into providers of unique services. Such road haulier strategic development contributes to efficiency and effectiveness in basically all business sectors of EU. Little research is available of such strategic and operational management....... In this paper we will explore that knowledge gap and analyze what value proposition(s) and capabilities can transform potential cost disadvantages of acting in a market that includes both high- and low-cost-country actors? And in conceptual terminology, how are capabilities deployed and developed to construct...
Vermont Center for Geographic Information — Link it ArcGIS Item is HERE.The connectivity layer was created to assist municipalities in preparing for the forthcoming DEC Municipal Roads General Permit in 2018....
This draft manual describes an unsurfaced road maintenance management system for use on military installations. This system is available in either a manual or computerized mode (Micro PAVER). The maintenance standards prescribed should protect Govern...
A barn caught fire at on Seerley Road, Indianapolis. Five storage drums believed to contain metallic potassium were involved in the fire. EPA will perform additional sampling as part of removal operations and safe offsite transportation.
Minnesota Department of Natural Resources — ArcView shape file of roads administered by the Commissioner of Natural Resources to provide access to lands administered by the Division of Forestry. Most, but not...
*These are national-level rules. Australian Road Rules - 2009 Version, Part 18, Division 1, Rule 300 "Use of Mobile Phones" describes restrictions of mobile phone use while driving. The rule basically states that drivers cannot make or receive calls ...
Earth Data Analysis Center, University of New Mexico — Vector line shapefile under the stewardship of the Taos County Planning Department depicting roads in Taos County, New Mexico. Originally under the Emergency...
Minnesota Department of Natural Resources — This data set contains roadway centerlines for township administered roads found on the USGS 1:24,000 mapping series. In some areas, these roadways are current...
Full Text Available Drawing on John Agnew’s (1987 theoretical framework for the analysis of place (location, locale and sense of place and on Doreen Massey’s (1991 interpretation of Kilburn High Road (London, the contribution develops an analysis of the notion of place in the case study of Kilburn High Road by comparing the semantics emerging from Doreen Massey’s interpretation of Kilburn High Road in the late Nineties with those from a selection of noisy and unstructured volunteered geographic information collected from Flickr photos and Tweets harvested in 2014–2015. The comparison shows how sense of place is dynamic and changing over time and explores Kilburn High Road through the categories of location, locale and sense of place derived from the qualitative analysis of VGI content and annotations. The contribution shows how VGI can contribute to discovering the unique relationship between people and place which takes the form given by Doreen Massey to Kilburn High Road and then moves on to the many forms given by people experiencing Kilburn High Road through a photo, a Tweet or a simple narrative. Finally, the paper suggests that the analysis of VGI content can contribute to detect the relevant features of street life, from infrastructure to citizens’ perceptions, which should be taken into account for a more human-centered approach in planning or service management.
Chapman, Catherine; Musselwhite, Charles B A
Horse riders represent a significant group of vulnerable road user and are involved in a number of accidents and near misses on the road. Despite this horse riders have received little attention both in terms of academic research and transport policy. Based on literature on vulnerable road user safety, including attitudes to road user safety and behaviour of drivers and their relationship with cyclists and motorcyclists, this paper examines the attitudes and reported behaviour of drivers and horse riders. A total of 46 participants took part in six focus groups divided into four groups of drivers with little or no horse riding experience and two groups of frequent horse riders. Each group investigated five key topic areas stemming from the literature review on vulnerable road users including hazard perception, risk perception, emotion, attitudes to sharing the road and empathy. It was found that drivers and horse riders are not always aware of the same hazards in the road and that this may lead drivers to under-estimate the risk when encountering horses. Drivers often had good intentions to overtake horses safely, but were unaware of how vulnerable passing very wide and slow made them feel until they had begun the manoeuvre and hence quickly reduced such feelings either by speeding up or cutting in too soon. However, other than this, drivers had good skills when encountering horses. But these skills could be impeded by frustration when encountering a slow moving horse which was further compounded by a feeling, mainly by younger drivers, that horse riding was for leisure and as such should not get in the way of necessary work journeys. There is a need for drivers to be more aware of the potential hazards a horse rider faces on the road and these could be achieved through inducing empathy amongst drivers for horse riders, creating nudges for drivers in the environment and better education for drivers. Copyright © 2011 Elsevier Ltd. All rights reserved.
Engström, Niclas; Andrén, Henrik; Nybacka, Mikael; Fransson, Lennart; Larsson, Roland
The Swedish road administration sees a need to improve the road grip estimation capacity for the Swedish road system. The challenge is to find methods to measure road grip fast and reliable. There where six different system types at the tests in Arjeplog, three continuous, two system measuring road grip through deceleration and one system based on GPS and accelerometers. Two system types used air craft runway tires. The other systems used either studded winter tires or friction winter tires. ...
Lee, Yue Yen; Fang, Eric; Weng, Yanyi; Ganapathy, Sashikumar
INTRODUCTION Road traffic accidents (RTAs) in Singapore involving children were evaluated, with particular focus on the epidemiology, surrounding circumstances and outcomes of these accidents. Key factors associated with worse prognosis were identified. We proposed some measures that may be implemented to reduce the frequency and severity of such accidents. METHODS This was a retrospective study of RTAs involving children aged 0–16 years who presented to the Children’s Emergency at KK Women’s and Children’s Hospital, Singapore, from January 2011 to June 2014. Data was obtained from the National Trauma Registry and analysed in tiers based on the Injury Severity Score (ISS). RESULTS A total of 1,243 accidents were reviewed. RTA victims included motor vehicle passengers (60.4%), pedestrians (28.5%), cyclists (9.9%) and motorcycle pillion riders (1.2%). The disposition of emergency department (ED) patients was consistent with RTA severity. For serious RTAs, pedestrians accounted for 63.6% and 57.7% of Tier 1 (ISS > 15) and Tier 2 (ISS 9–15) presentations, respectively. Overall use of restraints was worryingly low (36.7%). Not restraining increased the risk of serious RTAs by 8.4 times. Young age, high ISS and low Glasgow Coma Scale score predicted a longer duration of intensive care unit stay. CONCLUSION The importance of restraints for motor vehicle passengers or helmets for motorcycle pillion riders and cyclists in reducing morbidity requires emphasis. Suggestions for future prevention and intervention include road safety education, regulation of protective restraints, use of speed enforcement devices and creation of transport policies that minimise kerbside parking. PMID:29214322
It’s almost the end of August, and many of us are returning to CERN after a well-earned rest. For those with children, it’s time to prepare them for school – and those of us who drive often see signs to remind us that the schools are re-opening and that we should take care. Of course, we should all take care while driving at any time, and this is just as true at CERN as anywhere else. You may already have noticed that new “traffic-calming” measures have been set up near Restaurant 2, to encourage drivers to slow down to safe speeds. I wish we did not need to do this, but it has been necessary as there have been many reports of unpleasant and dangerous, even life-threatening, behaviour by drivers. I’d like to take this opportunity to remind us all to drive with consideration and respect for everyone who uses the CERN site and shares the same thoroughfares – pedestrians, cyclists and motorists alike. The CERN Co...
Full Text Available The main reasons for taking daily dietary supplements are to maintain good health, to improve homeostasis, and to create conditions for reducing the risk of disease. Due to growing market demand, the search for effective, nontoxic, natural compounds with antioxidant and ergogenic properties has increasingly become a matter of interest. This paper describes how a specific combination of fungal supplements can help improve the performance of endurance athletes. We report the effects of a brief 3-month trial of two fungal supplements, Ganoderma lucidum and Cordyceps sinensis (3 capsules of O. sinensis and 2 capsules of G. lucidum per day, in 7 healthy male volunteers, aged between 30 and 40 years, who are all amateur cyclists that participate in “Gran Fondo” cycling races. This trial investigated the effects of fungal supplements on the level of physical fitness of the athletes by monitoring and comparing the following biomarkers just before and after physical exertion: the testosterone/cortisol ratio in the saliva and oxidative stress (DPPH free radical scavenging activity. A decrease of more than 30% in the testosterone/cortisol ratio after race compared to before race was considered as a risk factor for nonfunctional overreaching (NFO or the overtraining syndrome (OTS. The results show that, after 3 months of supplementation, the testosterone/cortisol ratio changed in a statistically significant manner, thereby protecting the athletes from NFO and OTS. Antioxidant activity was measured by quantifying the scavenging ability of the human serum on the synthetic free radical DPPH. After 3 months of fungal supplementation, the data demonstrate an increased scavenger capacity of free radicals in the athletes’ serum after the race, thereby protecting the athletes from oxidative stress.
Filaire, Edith; Rouveix, Matthieu; Pannafieux, Christelle; Ferrand, Claude
This study tested the hypothesis that male athletes who feel pressured to maintain a specific body weight present an elevated risk of subclinical eating disorders. Twelve judoists (19.5 ± 0.5 yr), fifteen cyclists (21.2 ± 2.8 yr) and seventeen non- competitive students matched for BMI and used as controls (21.8 ± 1.8 yr) were studied using the Eating Attitudes Test (EAT-26). The Multidimensional Perfectionism Scale, the Body Esteem Scale and the Profile of Mood States were also used to evaluate the relationships between eating disorders and psychological characteristics. Athletes completed the tests during their competitive period and controls completed the same scales at the same time. Scores obtained on EAT-26 differed significantly from the control group on EAT (p athletes used weight loss methods. Self-induced vomiting, use of laxatives and diet pills were reported by 4%, 10%, and 8.5% of them, respectively. Increasing exercise was the primary method used by controls to lose body weight. Athletes reported greater negative feelings about their physical appearance and their Body Weight Satisfaction than controls (p athletes. Body-esteem Appearance and depression accounted for a significant proportion of the variance in Dieting scores. There was no difference in perfectionism and mood between athletes and controls. This study highlights that these athletes may tread a fine line between optimal competitive attitudes and detrimental health behaviors. Key pointsPrevalence of eating disorders has become a growing concern among athletic populations, but very little information is available concerning male athletes.This study highlights that these athletes may tread a fine line between optimal competitive attitudes and detrimental health behaviors.
Full Text Available This study tested the hypothesis that male athletes who feel pressured to maintain a specific body weight present an elevated risk of subclinical eating disorders. Twelve judoists (19.5 ± 0.5 yr, fifteen cyclists (21.2 ± 2.8 yr and seventeen non- competitive students matched for BMI and used as controls (21.8 ± 1.8 yr were studied using the Eating Attitudes Test (EAT-26. The Multidimensional Perfectionism Scale, the Body Esteem Scale and the Profile of Mood States were also used to evaluate the relationships between eating disorders and psychological characteristics. Athletes completed the tests during their competitive period and controls completed the same scales at the same time. Scores obtained on EAT-26 differed significantly from the control group on EAT (p < 0.01, Dieting (p < 0.01, and Bulimia scores (p < 0.05. Sixty percent of the athletes used weight loss methods. Self-induced vomiting, use of laxatives and diet pills were reported by 4%, 10%, and 8.5% of them, respectively. Increasing exercise was the primary method used by controls to lose body weight. Athletes reported greater negative feelings about their physical appearance and their Body Weight Satisfaction than controls (p < 0.01, p < 0.05, respectively. Our results also showed that depression mood accounted for 73% of the variance in Bulimia scores and for 64% of the variance in Global EAT scores in athletes. Body-esteem Appearance and depression accounted for a significant proportion of the variance in Dieting scores. There was no difference in perfectionism and mood between athletes and controls. This study highlights that these athletes may tread a fine line between optimal competitive attitudes and detrimental health behaviors
Rossi, Paola; Buonocore, Daniela; Altobelli, Elisa; Brandalise, Federico; Cesaroni, Valentina; Iozzi, Davide; Savino, Elena; Marzatico, Fulvio
The main reasons for taking daily dietary supplements are to maintain good health, to improve homeostasis, and to create conditions for reducing the risk of disease. Due to growing market demand, the search for effective, nontoxic, natural compounds with antioxidant and ergogenic properties has increasingly become a matter of interest. This paper describes how a specific combination of fungal supplements can help improve the performance of endurance athletes. We report the effects of a brief 3-month trial of two fungal supplements, Ganoderma lucidum and Cordyceps sinensis (3 capsules of O. sinensis and 2 capsules of G. lucidum per day), in 7 healthy male volunteers, aged between 30 and 40 years, who are all amateur cyclists that participate in "Gran Fondo" cycling races. This trial investigated the effects of fungal supplements on the level of physical fitness of the athletes by monitoring and comparing the following biomarkers just before and after physical exertion: the testosterone/cortisol ratio in the saliva and oxidative stress (DPPH free radical scavenging activity). A decrease of more than 30% in the testosterone/cortisol ratio after race compared to before race was considered as a risk factor for nonfunctional overreaching (NFO) or the overtraining syndrome (OTS). The results show that, after 3 months of supplementation, the testosterone/cortisol ratio changed in a statistically significant manner, thereby protecting the athletes from NFO and OTS. Antioxidant activity was measured by quantifying the scavenging ability of the human serum on the synthetic free radical DPPH. After 3 months of fungal supplementation, the data demonstrate an increased scavenger capacity of free radicals in the athletes' serum after the race, thereby protecting the athletes from oxidative stress.
Hansen, Mette; Bangsbo, Jens; Jensen, Jørgen; Krause-Jensen, Matilde; Bibby, Bo Martin; Sollie, Ove; Hall, Ulrika Andersson; Madsen, Klavs
Training camps for top-class endurance athletes place high physiological demands on the body. Focus on optimizing recovery between training sessions is necessary to minimize the risk of injuries and improve adaptations to the training stimuli. Carbohydrate supplementation during sessions is generally accepted as being beneficial to aid performance and recovery, whereas the effect of protein supplementation and timing is less well understood. We studied the effects of protein ingestion during training sessions on performance and recovery of elite cyclists during a strenuous training camp. In a randomized, double-blinded study, 18 elite cyclists consumed either a whey protein hydrolysate-carbohydrate beverage (PRO-CHO, 14 g protein/h and 69 g CHO/h) or an isocaloric carbohydrate beverage (CHO, 84 g/h) during each training session for six days (25-29 h cycling in total). Diet and training were standardized and supervised. The diet was energy balanced and contained 1.7 g protein/kg/day. A 10-s peak power test and a 5-min all-out performance test were conducted before and after the first training session and repeated at day 6 of the camp. Blood and saliva samples were collected in the morning after overnight fasting during the week and analyzed for biochemical markers of muscle damage, stress, and immune function. In both groups, 5-min all-out performance was reduced after the first training session and at day 6 compared to before the first training session, with no difference between groups. Peak power in the sprint test did not change significantly between tests or between groups. In addition, changes in markers for muscle damage, stress, and immune function were not significantly influenced by treatment. Intake of protein combined with carbohydrate during cycling at a training camp for top cyclists did not result in marked performance benefits compared to intake of carbohydrates when a recovery drink containing adequate protein and carbohydrate was ingested
Aagaard, P; Andersen, J L; Bennekou, M
Equivocal findings exist on the effect of concurrent strength (S) and endurance (E) training on endurance performance and muscle morphology. Further, the influence of concurrent SE training on muscle fiber-type composition, vascularization and endurance capacity remains unknown in top......-level endurance athletes. The present study examined the effect of 16 weeks of concurrent SE training on maximal muscle strength (MVC), contractile rate of force development (RFD), muscle fiber morphology and composition, capillarization, aerobic power (VO(2max) ), cycling economy (CE) and long....../short-term endurance capacity in young elite competitive cyclists (n=14). MVC and RFD increased 12-20% with SE (P...
Aagaard, P; Andersen, J L; Bennekou, M
Equivocal findings exist on the effect of concurrent strength (S) and endurance (E) training on endurance performance and muscle morphology. Further, the influence of concurrent SE training on muscle fiber-type composition, vascularization and endurance capacity remains unknown in top......-level endurance athletes. The present study examined the effect of 16 weeks of concurrent SE training on maximal muscle strength (MVC), contractile rate of force development (RFD), muscle fiber morphology and composition, capillarization, aerobic power (VO2max), cycling economy (CE) and long/short-term endurance...... capacity in young elite competitive cyclists (n=14). MVC and RFD increased 12-20% with SE (P...
Bernhoft, Inger Marie; Carstensen, Gitte
significantly more than the younger respondents do. To a larger extent they feel that it is dangerous to cross the road where these facilities are missing. The older pedestrians also find the presence of a pavement very important on their route whereas the younger pedestrians more often focus on a fast passage...
de Waard, Dick; Westerhuis, Frank; Lewis-Evans, Ben
Operating a mobile telephone while riding a bicycle is fairly common practice in the Netherlands, yet it is unknown if this use is stable or increasing. As such, whether the prevalence of mobile phone use while cycling has changed over the past five years was studied via on-road observation. In
Following the agreement between French and German professionals of automobile and industrial vehicle, the Road Transport world exhibition will take place alternatively in Paris and Hanover. The 1995 meeting has taken place in Paris (September 15-21) and about 20 countries were represented. Road transport is the principal way of goods transportation in France and represent 88% of the traffic explained in tons gross and 70% in tons km. The petroleum dependence of the transportation sector is becoming a worrying problem as the gasoline and diesel fuels taxes will be discussed in the 1996 financial laws project. According to the last ''Worldwide energetic perspectives'' report published by the IEA, in 2010 the transportation sector could absorb more than 60% of the worldwide petroleum consumption. This increase represents a challenge to the petroleum industry to increase the energetic efficiency of the vehicle fuels and the production of diesel fuels, and conversely to reduce the pollution effluents. (J.S.). 4 tabs
This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smalle...
This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smalle...
This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smalle...
This unique book explains how to fashion useful regression models from commonly available data to erect models essential for evidence-based road safety management and research. Composed from techniques and best practices presented over many years of lectures and workshops, The Art of Regression Modeling in Road Safety illustrates that fruitful modeling cannot be done without substantive knowledge about the modeled phenomenon. Class-tested in courses and workshops across North America, the book is ideal for professionals, researchers, university professors, and graduate students with an interest in, or responsibilities related to, road safety. This book also: · Presents for the first time a powerful analytical tool for road safety researchers and practitioners · Includes problems and solutions in each chapter as well as data and spreadsheets for running models and PowerPoint presentation slides · Features pedagogy well-suited for graduate courses and workshops including problems, solutions, and PowerPoint p...
Koppel, Sjaan; Bugeja, Lyndal; Smith, Daisy; Lamb, Ashne; Dwyer, Jeremy; Fitzharris, Michael; Newstead, Stuart; D'Elia, Angelo; Charlton, Judith
This study used medico-legal data to investigate fatal older road user (ORU, aged 65 years and older) crash circumstances and risk factors relating to 4 key components of the Safe System approach (e.g., roads and roadsides, vehicles, road users, and speeds) to identify areas of priority for targeted prevention activity. The Coroners' Court of Victoria's (CCOV) Surveillance Database was searched to identify and describe the frequency and rate per 100,000 population of fatal ORU crashes in the Australian state of Victoria for 2013-2014. Information relating to the deceased ORU, crash characteristics and circumstances, and risk factors was extracted and analyzed. One hundred and thirty-eight unintentional fatal ORU crashes were identified in the CCOV Surveillance Database. Of these fatal ORU crashes, most involved older drivers (44%), followed by older pedestrians (32%), older passengers (17%), older pedal cyclists (4%), older motorcyclists (1%), and older mobility scooter users (1%). The average annual rate of fatal ORU crashes per 100,000 population was 8.1 (95% confidence interval [CI], 6.0-10.2). In terms of the crash characteristics and circumstances, most fatal ORU crashes involved a counterpart (98%), of which the majority were passenger cars (50%) or fixed/stationary objects (25%), including trees (46%) or embankments (23%). In addition, most fatal ORU crashes occurred close to home (73%), on-road (87%), on roads that were paved (94%), on roads with light traffic volume (37%), and during low-risk conditions: between 12 p.m. and 6 p.m. (44%), on weekdays (80%), during daylight (75%), and under dry/clear conditions (81%). Road user (RU) error was identified by the police and/or the coroner for the majority of fatal crashes (55%), with a significant proportion of deceased ORUs deemed to have failed to yield (54%) or misjudged (41%). RU error was the most significant factor identified in fatal ORU crashes, which suggests that there is a limited capacity of the
sustain the traditional farming system. ... Consequently, people have to travel to work, to play, to buy and sell, to obtain professional services, to socialize and to convey agricultural products from one place to another. Road is an asset to ..... Cleaver, K.M (1993) A Strategy to Develop Agriculture in Sub-Saharan African and a.
Heaney, Jennifer L J; Killer, Sophie C; Svendsen, Ida S; Gleeson, Michael; Campbell, John P
Periods of short-term intensified training (IT) are often used by athletes during training cycles over the season and undergoing phases of increased physical stress may impact upon the immune system. This study investigated the effects of a period of IT on free light chains (FLCs) in saliva - an emerging immune biomarker of oral inflammation - and matched serum samples in well-trained athletes. It also examined if IT influences basal FLC levels and FLC flux during acute exercise. Highly trained male cyclists (n = 10) underwent a 9-day period of IT; before and after IT participants performed a 1 h time trial (TT) on a cycle ergometer, with blood and saliva samples collected pre- and post-exercise. FLCs were assessed in serum and saliva, and IgG, IgA, IgM and creatinine were also measured in serum. Weekly training volume increased by 143% (95% CI 114-172%), p training. Following IT, the cyclists demonstrated higher salivary FLC levels. Both salivary lambda FLC concentrations (p training, and we show for the first time that FLCs may have utility as a marker of exercise stress and oral health status. Copyright © 2018 Elsevier Inc. All rights reserved.
Lunn, William R; Finn, Joan A; Axtell, Robert S
The purpose of this study was to determine the effect of supramaximal sprint interval training (SIT), body weight reduction, and a combination of both treatments on peak and average anaerobic power to weight ratio (PPOan:Wt, APOan:Wt) by manipulating peak and average anaerobic power output (PPOan, APOan) and body weight (BW) in experienced cyclists. Participants (N = 34, age = 38.0 +/- 7.1 years) were assigned to 4 groups for a 10-week study. One group performed twice-weekly SIT sessions on a cycle ergometer while maintaining body weight (SIT). A second group did not perform SIT but intentionally reduced body weight (WR). A third group simultaneously performed SIT sessions and reduced body weight (SIT+WR). A control group cycled in their normal routine and maintained body weight (CON). The 30-second Wingate Test assessed pretest and posttest POan:Wt scores. There was a significant mean increase (p weight (kg) decreased significantly in WR and SIT + WR (80.3 +/- 13.7 to 75.3 +/- 11.9 and 78.9 +/- 10.8 to 73.4 +/- 10.8, respectively). The results demonstrate that cyclists can use SIT sessions and body weight reduction as singular training interventions to effect significant increases in anaerobic power to weight ratio, which has been correlated to enhanced aerobic cycling performance. However, the treatments were not effective as combined interventions, as there was no significant change in either PPOan:Wt or APOan:Wt in SIT + WR.
Yannis, G. Weijermars, W.A.M. Gitelman, V. Vis, M. Chazirisa, A. Papadimitriou, E. & Lima Azevedo, C.
Various road safety performance indicators (SPIs) have been proposed for different road safety research areas, mainly as regards driver behaviour (e.g. seat belt use, alcohol, drugs, etc.) and vehicles (e.g. passive safety); however, no SPIs for the road network and design have been developed. The
Hafız Hulusi ACAR
Full Text Available It is required that the capital used for construction of road must be technical, economical and used in its location. For this reason, the projects must be prepared for forest roads and all operations belong to roads must be guided according to these projects. In this investigation, available forest road network plan and constructed forest roads were investigated at the point of view technical and forest transportation. After this, it were studied to reach the highest exploitation rate as can as possible. Available forest road density were found as 11.9 m/ha in forest areas for Yesiltepe District. In this condition, exploitation rate was 78 %. After that, optimum forest road network were planned and road density were reached to 22 m/ha and exploitation rate to 86 %. Directed sample method were used from taking soil sample methods and samples were took in mixed system. According to results of the experiments, available forest roads were found in a good degree at the point of view endurance, pressing and transportation capacity. With these results, it is aimed to reach higher exploitation rate with given attention to landslide areas during planning of forest roads on the mountain areas such as Black Sea Region. For this reason, required importance must be given to planning of truck and logging roads. Ground analysis must be done and took care before during planning process of forest road network.
Kansas Data Access and Support Center — This version of the Kansas Road Centerline File (0801) represents the first effort to create a statewide roads layer from best available data sources. KGS integrated...
Hernandez-Jayo, Unai; De-la-Iglesia, Idoia; Perez, Jagoba
V-Alert is a cooperative application to be deployed in the frame of Smart Cities with the aim of reducing the probability of accidents involving Vulnerable Road Users (VRU) and vehicles. The architecture of V-Alert combines short- and long-range communication technologies in order to provide more time to the drivers and VRU to take the appropriate maneuver and avoid a possible collision. The information generated by mobile sensors (vehicles and cyclists) is sent over this heterogeneous communication architecture and processed in a central server, the Drivers Cloud, which is in charge of generating the messages that are shown on the drivers' and cyclists' Human Machine Interface (HMI). First of all, V-Alert has been tested in a simulated scenario to check the communications architecture in a complex scenario and, once it was validated, all the elements of V-Alert have been moved to a real scenario to check the application reliability. All the results are shown along the length of this paper.
Peveler, Willard W; Green, James M
In cycling, saddle height adjustment is critical for optimal performance and injury prevention. A 25-35° knee angle is recommended for injury prevention, whereas 109% of inseam, measured from floor to ischium, is recommended for optimal performance. Previous research has demonstrated that these 2 methods produce significantly different saddle heights and may influence cycling performance. This study compared performance between these 2 methods for determining saddle height. Subjects consisted of 11 well-trained (VO2max = 61.55 ± 4.72 ml·kg·min) male cyclists. Subjects completed a total of 8 performance trials consisting of a graded maximal protocol, three 15-minute economy trials, and 4 anaerobic power trials. Dependent measures for economy (VO2, heart rate, and rating of perceived exertion) and anaerobic power (peak power and mean power) were compared using repeated measures analysis of variance (α = 0.05). VO2 was significantly lower (reflecting greater economy) at a 25° knee angle (44.77 ± 6.40 ml·kg·min) in comparison to a 35° knee angle (45.22 ± 6.79 ml·kg·min) and 109% of inseam (45.98 ± 5.33 ml·kg·min). Peak power at a 25° knee angle (1,041.55 ± 168.72 W) was significantly higher in relation to 109% of inseam (1,002.05 ± 147.65 W). Mean power at a 25° knee angle (672.37 ± 90.21 W) was significantly higher in relation to a 35° knee angle (654.71 ± 80.67 W). Mean power was significantly higher at 109% of inseam (662.86 ± 79.72 W) in relation to a 35° knee angle (654.71 ± 80.67 W). Use of 109% of inseam fell outside the recommended 25-35° range 73% of the time. Use of 25° knee angle appears to provide optimal performance while keeping knee angle within the recommended range for injury prevention.
Roman, Harry T.
Roadways are literally soaked with petrochemical byproducts, oils, gasoline, and other volatile substances that eventually run off into sewers and end up in rivers, waterways, and other undesirable places. Can the roads be cleaned of these wastes, with their proper disposal? Can vehicles, robots, or other devices be designed that could be driven…
Jensen, Thomas Christian
The paper presents estimations of the effect of bad weather on the observed speed on a Danish highway section; Køge Bugt Motorvejen. The paper concludes that weather, primarily precipitation and snow, has a clear negative effect on speed when the road is not in hypercongestion mode. Furthermore...
"Children have the potential to create a world we cannot imagine. This is our hope." In choosing Montessori, O'Shaughnessy says that we are choosing the road less traveled. We are choosing education as an aid to life. We are choosing an approach that respects the innate and unique potential of each child and that calls upon us to serve…
One of the first lessons new drivers learn is to keep their eyes on the road. Unfortunately, cell phones and other electronic devices are causing many drivers to lose their focus, and sometimes their lives. In this podcast, Rebecca Naumann discusses the dangers of distracted driving.
Horst, A.R.A. van der; Kaptein, N.
As a means to a sustainable safe traffic environment the concept of Self-Explaining Roads (SER) has been developed. The SER concept advocates a traffic environment that elicits safe driving behaviour simply by its design. In order to support safe driving behaviour and appropriate speed choice,
Full Text Available Abstract Background Numerous epidemiological studies have demonstrated adverse health effects of a sedentary life style, on the one hand, and of acute and chronic exposure to traffic-related air pollution, on the other. Because physical exercise augments the amount of inhaled pollutants, it is not clear whether cycling to work in a polluted urban environment should be encouraged or not. To address this conundrum we investigated if a bicycle journey along a busy commuting road would induce changes in biomarkers of pulmonary and systematic inflammation in a group of healthy subjects. Methods 38 volunteers (mean age: 43 ± 8.6 years, 26% women cycled for about 20 minutes in real traffic near a major bypass road (road test; mean UFP exposure: 28,867 particles per cm3 in Antwerp and in a laboratory with filtered air (clean room; mean UFP exposure: 496 particles per cm3. The exercise intensity (heart rate and duration of cycling were similar for each volunteer in both experiments. Exhaled nitric oxide (NO, plasma interleukin-6 (IL-6, platelet function, Clara cell protein in serum and blood cell counts were measured before and 30 minutes after exercise. Results Percentage of blood neutrophils increased significantly more (p = 0.004 after exercise in the road test (3.9%; 95% CI: 1.5 to 6.2%; p = 0.003 than after exercise in the clean room (0.2%; 95% CI: -1.8 to 2.2%, p = 0.83. The pre/post-cycling changes in exhaled NO, plasma IL-6, platelet function, serum levels of Clara cell protein and number of total blood leukocytes did not differ significantly between the two scenarios. Conclusions Traffic-related exposure to particles during exercise caused a small increase in the distribution of inflammatory blood cells in healthy subjects. The health significance of this isolated change is unclear.
Both tyre wear and road polishing are complex phenomenon, which are obviously strongly related; the energy that polishes the road is the energy that wears the tyre. The both depend non-linearly on numerous parameters, like materials used, vehicle and road usage, environmental conditions (i.e.
data for the purpose of legal prosecution and insurance claims. The accident data P41 form filled at the Police Stations are collated and forwarded to the Roads Department, Ministry of Roads and Public. Works for further processing and analysis (1, 12). The. Roads Department analyses the information in order to determine:.
Wang, Jie; Shen, Yuzhong
3D road models are widely used in many computer applications such as racing games and driving simulations_ However, almost all high-fidelity 3D road models were generated manually by professional artists at the expense of intensive labor. There are very few existing methods for automatically generating 3D high-fidelity road networks, especially those existing in the real world. This paper presents a novel approach thai can automatically produce 3D high-fidelity road network models from real 2D road GIS data that mainly contain road. centerline in formation. The proposed method first builds parametric representations of the road centerlines through segmentation and fitting . A basic set of civil engineering rules (e.g., cross slope, superelevation, grade) for road design are then selected in order to generate realistic road surfaces in compliance with these rules. While the proposed method applies to any types of roads, this paper mainly addresses automatic generation of complex traffic interchanges and intersections which are the most sophisticated elements in the road networks
Thorburn, M.S.; Vistisen, Bodil; Thorp, R.M.
We investigated the effects of modifying a normal dietary fatty acid composition and ingestion of high-fat exercise supplements on gastrointestinal distress, substrate oxidation. and endurance cycling performance. Nine well-trained male cyclists completed a randomized triple-crossover comprising...
Vlakveld, W.P. Twisk, D.A.M. Christoph, M.W.T. Boele, M.J. Sikkema, R. Remy, R. & Schwab, A.L.
To study the speed choice and mental workload of elderly cyclists on electrical assisted bicycles (e-bikes) in simple and complex traffic situations compared to these on conventional bicycles, a field experiment was conducted using two instrumented bicycles. These bicycles were identical except for
Sahlqvist, Shannon L; Heesch, Kristiann C
Initiatives to promote utility cycling in countries like Australia and the US, which have low rates of utility cycling, may be more effective if they first target recreational cyclists. This study aimed to describe patterns of utility cycling and examine its correlates, among cyclists in Queensland, Australia. An online survey was administered to adult members of a state-based cycling community and advocacy group (n=1813). The survey asked about demographic characteristics and cycling behavior, motivators and constraints. Utility cycling patterns were described, and logistic regression modeling was used to examine associations between utility cycling and other variables. Forty-seven percent of respondents reported utility cycling: most did so to commute (86%). Most journeys (83%) were >5 km. Being male, younger, employed full-time, or university-educated increased the likelihood of utility cycling (P<.05). Perceiving cycling to be a cheap or a convenient form of transport was associated with utility cycling (P<.05). The moderate rate of utility cycling among recreational cyclists highlights a potential to promote utility cycling among this group. To increase utility cycling, strategies should target female and older recreational cyclists and focus on making cycling a cheap and convenient mode of transport.
Witard, O.C.; Turner, J.E.; Jackmann, S.R.; Kies, A.K.; Jeukendrup, A.E.; Bosch, J.A.; Tipton, K.D.
The present study examined whether a high protein diet prevents the impaired leukocyte redistribution in response to acute exercise caused by a large volume of high-intensity exercise training. Eight cyclists (VO2max: 64.2 ± 6.5 mL kg−1 min−1) undertook two separate weeks of high-intensity training
Ziems, Marcel; Rottensteiner, Franz; Heipke, Christian
In this paper a new approach for automatic road database verification based on remote sensing images is presented. In contrast to existing methods, the applicability of the new approach is not restricted to specific road types, context areas or geographic regions. This is achieved by combining several state-of-the-art road detection and road verification approaches that work well under different circumstances. Each one serves as an independent module representing a unique road model and a specific processing strategy. All modules provide independent solutions for the verification problem of each road object stored in the database in form of two probability distributions, the first one for the state of a database object (correct or incorrect), and a second one for the state of the underlying road model (applicable or not applicable). In accordance with the Dempster-Shafer Theory, both distributions are mapped to a new state space comprising the classes correct, incorrect and unknown. Statistical reasoning is applied to obtain the optimal state of a road object. A comparison with state-of-the-art road detection approaches using benchmark datasets shows that in general the proposed approach provides results with larger completeness. Additional experiments reveal that based on the proposed method a highly reliable semi-automatic approach for road data base verification can be designed.
Papadimitriou, Eleonora; Yannis, George
This research aims to explore the relationship between road safety management and road safety performance at country level. For that purpose, an appropriate theoretical framework is selected, namely the 'SUNflower' pyramid, which describes road safety management systems in terms of a five-level hierarchy: (i) structure and culture, (ii) programmes and measures, (iii) 'intermediate' outcomes'--safety performance indicators (SPIs), (iv) final outcomes--fatalities and injuries, and (v) social costs. For each layer of the pyramid, a composite indicator is implemented, on the basis of data for 30 European countries. Especially as regards road safety management indicators, these are estimated on the basis of Categorical Principal Component Analysis upon the responses of a dedicated road safety management questionnaire, jointly created and dispatched by the ETSC/PIN group and the 'DaCoTA' research project. Then, quasi-Poisson models and Beta regression models are developed for linking road safety management indicators and other indicators (i.e. background characteristics, SPIs) with road safety performance. In this context, different indicators of road safety performance are explored: mortality and fatality rates, percentage reduction in fatalities over a given period, a composite indicator of road safety final outcomes, and a composite indicator of 'intermediate' outcomes (SPIs). The results of the analyses suggest that road safety management can be described on the basis of three composite indicators: "vision and strategy", "budget, evaluation and reporting", and "measurement of road user attitudes and behaviours". Moreover, no direct statistical relationship could be established between road safety management indicators and final outcomes. However, a statistical relationship was found between road safety management and 'intermediate' outcomes, which were in turn found to affect 'final' outcomes, confirming the SUNflower approach on the consecutive effect of each layer
Full Text Available Environmental pollution is a major problem in developing countries like Egypt. Reuse of waste polymers is considered an attractive solution for environmental white pollution and reducing of the costs of road pavement and maintenance. This research aims to prepare environmentally friendly hot mix asphalt (HMA for paving using some industrial wastes as polypropylene and polyester fibers. The solid materials in the mix include normal and highly porous aggregates. 5% and 10% of waste polymers by weight of the asphalt were used to prepare special binders. The samples were tested for their physical properties, chemical properties, aging, scanning electron microscopy (SEM and thermo-gravimetric analysis (TGA. The results revealed that the prepared HMA using 5% of waste polymer had high performance as compared to the ordinary one and the waste polymer could be used in road construction.
Heigl, Florian; Horvath, Kathrin; Laaha, Gregor; Zaller, Johann G
Amphibians and reptiles are among the most endangered vertebrate species worldwide. However, little is known how they are affected by road-kills on tertiary roads and whether the surrounding landscape structure can explain road-kill patterns. The aim of our study was to examine the applicability of open-access remote sensing data for a large-scale citizen science approach to describe spatial patterns of road-killed amphibians and reptiles on tertiary roads. Using a citizen science app we monitored road-kills of amphibians and reptiles along 97.5 km of tertiary roads covering agricultural, municipal and interurban roads as well as cycling paths in eastern Austria over two seasons. Surrounding landscape was assessed using open access land cover classes for the region (Coordination of Information on the Environment, CORINE). Hotspot analysis was performed using kernel density estimation (KDE+). Relations between land cover classes and amphibian and reptile road-kills were analysed with conditional probabilities and general linear models (GLM). We also estimated the potential cost-efficiency of a large scale citizen science monitoring project. We recorded 180 amphibian and 72 reptile road-kills comprising eight species mainly occurring on agricultural roads. KDE+ analyses revealed a significant clustering of road-killed amphibians and reptiles, which is an important information for authorities aiming to mitigate road-kills. Overall, hotspots of amphibian and reptile road-kills were next to the land cover classes arable land, suburban areas and vineyards. Conditional probabilities and GLMs identified road-kills especially next to preferred habitats of green toad, common toad and grass snake, the most often found road-killed species. A citizen science approach appeared to be more cost-efficient than monitoring by professional researchers only when more than 400 km of road are monitored. Our findings showed that freely available remote sensing data in combination with a
de Waard, Dick; Westerhuis, Frank; Lewis-Evans, Ben
Operating a mobile telephone while riding a bicycle is fairly common practice in the Netherlands, yet it is unknown if this use is stable or increasing. As such, whether the prevalence of mobile phone use while cycling has changed over the past five years was studied via on-road observation. In addition the impact of mobile phone use on lateral position, i.e. distance from the front wheel to the curb, was also examined to see if it compared to the results seen in previous experimental studies...
Full Text Available Road traffic is a problem which is increasing in cities with large population. Unrelated to this fact the number of portable and wearable devices has also been increasing throughout the population of most countries. With this advent, the capacity to monitor and register data about people habits and locations as well as more complex data such as intensity and strength of movements has created an opportunity to contribute to the general wealth and comfort within these environments. Ambient Intelligence and Intelligent Decision Making processes can benefit from the knowledge gathered by these devices to improve decisions on everyday tasks such as deciding navigation routes by car, bicycle or other means of transportation and avoiding route perils. The concept of computational sustainability may also be applied to this problem. Current applications in this area demonstrate the usefulness of real time system that inform the user of certain conditions in the surrounding area. On the other hand, the approach presented in this work aims to describe models and approaches to automatically identify current states of traffic inside cities and use methods from computer science to improve overall comfort and the sustainability of road traffic both with the user and the environment in mind. Such objective is delivered by analyzing real time contributions from those mobile ubiquitous devices to identifying problematic situations and areas under a defined criteria that have significant influence towards a sustainable use of the road transport infrastructure.
Full Text Available Abstract Background Road traffic injuries (RTIs are the eighth-leading cause of death worldwide, with low- and middle-income countries sharing a disproportionate number of fatalities. African countries, like Rwanda, carry a higher burden of these fatalities and with increased economic growth, these numbers are expected to rise. We aim to describe the epidemiology of RTIs in Kigali Province, Rwanda and create a hotspot map of crashes from police data. Methods Road traffic crash (RTC report data from January 1, 2013 to December 31, 2013 was collected from Kigali Traffic Police. In addition to analysis of descriptive data, locations of RTCs were mapped and analyzed through exploratory spatial data analysis to determine hotspots. Results A total of 2589 of RTCs were reported with 4689 total victims. The majority of victims were male (94.7 % with an average age of 35.9 years. Cars were the most frequent vehicle involved (43.8 %, followed by motorcycles (14.5 %. Motorcycles had an increased risk of involvement in grievous crashes and pedestrians and cyclists were more likely to have grievous injuries. The hotspots identified were primarily located along the major roads crossing Kigali and the two busiest downtown areas. Conclusions Despite significant headway by the government in RTC prevention, there continue to be high rates of RTIs in Rwanda, specifically with young males and a vulnerable road user population, such as pedestrians and motorcycle users. Improvements in police data and reporting by laypersons could prove valuable for further geographic information system analysis and efforts towards crash prevention and targeting education to motorcycle taxis could help reduce RTIs in a severely affected population.
Patel, Anjni; Krebs, Elizabeth; Andrade, Luciano; Rulisa, Stephen; Vissoci, João Ricardo N; Staton, Catherine A
Road traffic injuries (RTIs) are the eighth-leading cause of death worldwide, with low- and middle-income countries sharing a disproportionate number of fatalities. African countries, like Rwanda, carry a higher burden of these fatalities and with increased economic growth, these numbers are expected to rise. We aim to describe the epidemiology of RTIs in Kigali Province, Rwanda and create a hotspot map of crashes from police data. Road traffic crash (RTC) report data from January 1, 2013 to December 31, 2013 was collected from Kigali Traffic Police. In addition to analysis of descriptive data, locations of RTCs were mapped and analyzed through exploratory spatial data analysis to determine hotspots. A total of 2589 of RTCs were reported with 4689 total victims. The majority of victims were male (94.7 %) with an average age of 35.9 years. Cars were the most frequent vehicle involved (43.8 %), followed by motorcycles (14.5 %). Motorcycles had an increased risk of involvement in grievous crashes and pedestrians and cyclists were more likely to have grievous injuries. The hotspots identified were primarily located along the major roads crossing Kigali and the two busiest downtown areas. Despite significant headway by the government in RTC prevention, there continue to be high rates of RTIs in Rwanda, specifically with young males and a vulnerable road user population, such as pedestrians and motorcycle users. Improvements in police data and reporting by laypersons could prove valuable for further geographic information system analysis and efforts towards crash prevention and targeting education to motorcycle taxis could help reduce RTIs in a severely affected population.
Howell, Emily R
This case study was conducted to evaluate the conservative management of a patient presenting with right sided wrist and thumb pain diagnosed as De Quervain's tenosynovitis/tendinopathy. A 49-year-old female warehouse worker and recreational cyclist with right-sided De Quervain's tenosynovitis/tendinopathy that began after a long-distance cycling trip. Treatment included ultrasound, soft tissue and myofascial release therapy, tool assisted fascial stripping or "guasha", acupuncture, mobilizations and kinesiology taping. Home advice included icing, rest, wrist bracing, elevation and eccentric rehabilitation exercises. The positive outcome was a complete resolution of the patient's complaint. This case demonstrates how De Quervain's disease is a challenging condition to treat with conservative methods and can be aggravated with new exacerbating factors as treatment continues. In this case, the addition of the active care (including eccentric exercises and self-care) helped to reinforce the passive care given in the office and accelerate the recovery.
Webster, Christopher C.; Noakes, Timothy D.; Chacko, Shaji K.; Swart, Jeroen; Kohn, Tertius A.
Key points Blood glucose is an important fuel for endurance exercise. It can be derived from ingested carbohydrate, stored liver glycogen and newly synthesized glucose (gluconeogenesis).We hypothesized that athletes habitually following a low carbohydrate high fat (LCHF) diet would have higher rates of gluconeogenesis during exercise compared to those who follow a mixed macronutrient diet.We used stable isotope tracers to study glucose production kinetics during a 2 h ride in cyclists habituated to either a LCHF or mixed macronutrient diet.The LCHF cyclists had lower rates of total glucose production and hepatic glycogenolysis but similar rates of gluconeogenesis compared to those on the mixed diet.The LCHF cyclists did not compensate for reduced dietary carbohydrate availability by increasing glucose synthesis during exercise but rather adapted by altering whole body substrate utilization. Abstract Endogenous glucose production (EGP) occurs via hepatic glycogenolysis (GLY) and gluconeogenesis (GNG) and plays an important role in maintaining euglycaemia. Rates of GLY and GNG increase during exercise in athletes following a mixed macronutrient diet; however, these processes have not been investigated in athletes following a low carbohydrate high fat (LCHF) diet. Therefore, we studied seven well‐trained male cyclists that were habituated to either a LCHF (7% carbohydrate, 72% fat, 21% protein) or a mixed diet (51% carbohydrate, 33% fat, 16% protein) for longer than 8 months. After an overnight fast, participants performed a 2 h laboratory ride at 72% of maximal oxygen consumption. Glucose kinetics were measured at rest and during the final 30 min of exercise by infusion of [6,6‐2H2]‐glucose and the ingestion of 2H2O tracers. Rates of EGP and GLY both at rest and during exercise were significantly lower in the LCHF group than the mixed diet group (Exercise EGP: LCHF, 6.0 ± 0.9 mg kg−1 min−1, Mixed, 7.8 ± 1.1 mg kg−1 min−1, P Exercise GLY
Webster, Christopher C; Noakes, Timothy D; Chacko, Shaji K; Swart, Jeroen; Kohn, Tertius A; Smith, James A H
Blood glucose is an important fuel for endurance exercise. It can be derived from ingested carbohydrate, stored liver glycogen and newly synthesized glucose (gluconeogenesis). We hypothesized that athletes habitually following a low carbohydrate high fat (LCHF) diet would have higher rates of gluconeogenesis during exercise compared to those who follow a mixed macronutrient diet. We used stable isotope tracers to study glucose production kinetics during a 2 h ride in cyclists habituated to either a LCHF or mixed macronutrient diet. The LCHF cyclists had lower rates of total glucose production and hepatic glycogenolysis but similar rates of gluconeogenesis compared to those on the mixed diet. The LCHF cyclists did not compensate for reduced dietary carbohydrate availability by increasing glucose synthesis during exercise but rather adapted by altering whole body substrate utilization. Endogenous glucose production (EGP) occurs via hepatic glycogenolysis (GLY) and gluconeogenesis (GNG) and plays an important role in maintaining euglycaemia. Rates of GLY and GNG increase during exercise in athletes following a mixed macronutrient diet; however, these processes have not been investigated in athletes following a low carbohydrate high fat (LCHF) diet. Therefore, we studied seven well-trained male cyclists that were habituated to either a LCHF (7% carbohydrate, 72% fat, 21% protein) or a mixed diet (51% carbohydrate, 33% fat, 16% protein) for longer than 8 months. After an overnight fast, participants performed a 2 h laboratory ride at 72% of maximal oxygen consumption. Glucose kinetics were measured at rest and during the final 30 min of exercise by infusion of [6,6-(2) H2 ]-glucose and the ingestion of (2) H2 O tracers. Rates of EGP and GLY both at rest and during exercise were significantly lower in the LCHF group than the mixed diet group (Exercise EGP: LCHF, 6.0 ± 0.9 mg kg(-1) min(-1) , Mixed, 7.8 ± 1.1 mg kg(-1) min(-1) , P < 0.01; Exercise GLY
Full Text Available Introduction. Kraków is one of the most beautiful but also one of the most crowded Polish cities with large numbers of cars, pedestrians and cyclists travelling each day. There has been an increasing concern about the human exposure to bioaerosols, which can occur, among others, at the sites characterized by increased dustiness, such crowded streets. The aim of this study was to evaluate the microbiological quality of air in the selected sites situated by the main roads in Kraków. Material and methods. Air samples were collected in 10 sites located by the main roads, using a MAS-100 impactor four times per year. Four microbial groups were enumerated: mesophilic bacteria, fungi, actinomycetes and staphylococci. The results were expressed as colony forming units per m3 of air and compared with Polish Standards concerning microbiological air quality. Results. The greatest bacterial and fungal aerosol concentration was observed in autumn, when atmospheric conditions could have promoted abundance of those microorganisms. In general, fungi were the most numerous group of airborne microorganisms, while staphylococci were the least numerous. The number of actinomycetes was alarmingly high in all sites. It was found that seasonal differences in the bioaerosol concentration were statistically significant and the recorded differences could have been affected by atmospheric conditions. Conclusions. The conducted studies showed that in terms of airborne bacteria and fungi, the air in the examined locations was microbiologically unpolluted. However, high numbers of airborne actinomycetes were observed in all sites, which can cause adverse health effects in pedestrians or cyclists who are frequently exposed to bioaerosols by the main routes in Kraków. Statistically significant variability was found in the prevalence of the examined microorganisms in different seasons of the year.
Nyhan, Marguerite; McNabola, Aonghus; Misstear, Bruce
Exposure to airborne particulate matter (PM) has been linked to cardiovascular morbidity and mortality. Heart rate variability (HRV) is a measure of the change in cardiac autonomic function, and consistent links between PM exposure and decreased HRV have been documented in studies. This study quantitatively assesses the acute relative variation of HRV with predicted PM dose in the lungs of commuters. Personal PM exposure, HR and HRV were monitored in 32 young healthy cyclists, pedestrians, bus and train passengers. Inhaled and lung deposited PM doses were determined using a numerical model of the human respiratory tract which accounted for varying ventilation rates between subjects and during commutes. Linear mixed models were used to examine air pollution dose and HRV response relationships in 122 commutes sampled. Elevated PM2.5 and PM10 inhaled and lung deposited doses were significantly (pbus (-3.2%, 95% CI: -6.4, -0.1) and train (-1.8%, -7.5, 3.8) passengers. A similar trend was observed in the case of PM2.5 lung deposited dose and results for rMSSD (the square root of the squared differences of successive normal RR intervals) followed similar trends to SDNN. Inhaled and lung deposited doses accounting for varying ventilation rates between modes, individuals and during commutes have been neglected in other studies relating PM to HRV. The findings here indicate that exercise whilst commuting has an influence on inhaled PM and PM lung deposited dose, and these were significantly associated with acute declines in HRV, especially in pedestrians and cyclists. © 2013.
Sheel, A W; Edwards, M R; Hunte, G S; McKenzie, D C
This study tested the effects of inhaled nitric oxide [NO; 20 parts per million (ppm)] during normoxic and hypoxic (fraction of inspired O(2) = 14%) exercise on gas exchange in athletes with exercise-induced hypoxemia. Trained male cyclists (n = 7) performed two cycle tests to exhaustion to determine maximal O(2) consumption (VO(2 max)) and arterial oxyhemoglobin saturation (Sa(O(2)), Ohmeda Biox ear oximeter) under normoxic (VO(2 max) = 4.88 +/- 0.43 l/min and Sa(O(2)) = 90.2 +/- 0.9, means +/- SD) and hypoxic (VO(2 max) = 4.24 +/- 0.49 l/min and Sa(O(2)) = 75.5 +/- 4.5) conditions. On a third occasion, subjects performed four 5-min cycle tests, each separated by 1 h at their respective VO(2 max), under randomly assigned conditions: normoxia (N), normoxia + NO (N/NO), hypoxia (H), and hypoxia + NO (H/NO). Gas exchange, heart rate, and metabolic parameters were determined during each condition. Arterial blood was drawn at rest and at each minute of the 5-min test. Arterial PO(2) (Pa(O(2))), arterial PCO(2), and Sa(O(2)) were determined, and the alveolar-arterial difference for PO(2) (A-aDO(2)) was calculated. Measurements of Pa(O(2)) and Sa(O(2)) were significantly lower and A-aDO(2) was widened during exercise compared with rest for all conditions (P 0.05). We conclude that inhalation of 20 ppm NO during normoxic and hypoxic exercise has no effect on gas exchange in highly trained cyclists.
Tasic, Ivana; Elvik, Rune; Brewer, Simon
A "Safety in Numbers" effect for a certain group of road users is present if the number of crashes increases at a lower rate than the number of road users. The existence of this effect has been invoked to justify investments in multimodal transportation improvements in order to create more sustainable urban transportation systems by encouraging walking, biking, and transit ridership. The goal of this paper is to explore safety in numbers effect for cyclists and pedestrians in areas with different levels of access to multimodal infrastructure. Data from Chicago served to estimate the expected number of crashes on the census tract level by applying Generalized Additive Models (GAM) to capture spatial dependence in crash data. Measures of trip generation, multimodal infrastructure, network connectivity and completeness, and accessibility were used to model travel exposure in terms of activity, number of trips, trip length, travel opportunities, and conflicts. The results show that a safety in numbers effect exists on a macroscopic level for motor vehicles, pedestrians, and bicyclists. Copyright © 2017 Elsevier Ltd. All rights reserved.
Full Text Available Of the many “exotic” commodities from the West that have changed the lifestyle of the Chinese people over the course of the past two centuries, the bicycle stands out as a prominent example. It has so thoroughly transformed the Chinese mode of transportation that China in the late twentieth century was known as “the kingdom of bicycles.” This essay examines the history of that transformation. The first recorded importation of bicycles to Shanghai took place in 1868. Initially rejected by prospective customers for their incompatibility with Chinese cultural and social conventions, bicycles eventually gained visibility on the streets of many cities and suburbs. The bicycle meant many different things to different sectors of the population, and the social meaning of the bike also changed over time.The first section of this article offers an overview of modern Chinese cyclists. The author argues that early adopters were Manchu aristocrats and wealthy individuals who sported their bicycles on bumpy roads for the sheer enjoyment of the bike’s exotic quality. The second section of the article examines the story of Pu Yi, the last Qing ruler, and bikers in the Forbidden City. The third section examines women bike riders in China. The author presents evidence to show that cycling carried no liberating connotations for modern Chinese women. By the 1930s, bicycles had lost their exotic quality. They also came to be associated with the comings and goings of urban working people, when cars became the vehicles of the social and economic elite. The outbreak of the Sino-Japanese War (1937-45 created a petroleum shortage that grounded all private cars. Bicycles then emerged as the common mode of transportation for the rich as well as the poor, men as well as women. It was the war that laid the foundation for China’s modern transformation into a nation of bicycles.Note: Article is in Chinese.
WaterSense recognizes certification programs for irrigation professionals that meet the specification criteria. Certification programs cover three areas: irrigation system design, installation and maintenance, and system auditing.
Mohd Razelan Intan Suhana
Full Text Available In most countries, crash statistics have becoming very crucial in evaluating road’s safety level. In Malaysia, these data are very important in deciding crash-prone areas known as black spot where specific road improvements plan will be proposed. However due to the unavailability of reliable crash data in many developing countries, appropriate road maintenance measures are facing great troubles. In light of that, several proactive methods in defining road’s safety level such as Road Assessment Program (RAP have emerged. This research aim to compare two proactive methods that have been tested in Malaysian roads ; road assessment program and road environment risk index which was developed based on composite index theory in defining road’s safety level. Composite road environment risk index was combining several crucial environment indicators, assigning weight and aggregating the individual index together to form a single value representing the road’s safety level. Based on the results, it can be concluded that both road assessment program and composite road environment risk index are contradicted in six different ways such as type of speed used, type of analysis used and their final outcomes. However, with an aim to promote safer roads, these two methods can be used concurrently as the outcomes in both methods seems to fulfil each other’s gap very well.
Vissers, L. Kint, S. van der Schagen, I.N.L.G. van & Hagenzieker, M.P.
Automated vehicles are gradually entering our roadway system. Before our roads will be solely used by fully automated vehicles, a long transition period is to be expected in which fully automated vehicles, partly automated vehicles and manually-driven vehicles have to share our roads. The current
Kabalevskaya, Alexandra I.
This article analyzes the mechanism of stereotyping as exemplified by gender stereotypes of road users. Gender stereotypes are not only viewed as an a priori image of a percept, but also examined ‘in action’ — at the very moment of their actualization with road users. In the paper we have identified the content of road users’ gender stereotypes; analyzed the behaviour of male and female drivers, pinpointing a number of gender-specific behavioural features; demonstrated that male and female dr...
Dontsov, Alexander; Kabalevskaya, Alexandra
This article analyzes the mechanism of stereotyping as exemplified by gender stereotypes of road users. Gender stereotypes are not only viewed as an a priori image of a percept, but also examined ‘in action’ at the very moment of their actualization with road users. In the paper we have identified the content of road users’ gender stereotypes; analyzed the behaviour of male and female drivers, pinpointing a number of gender-specific behavioural features; demonstrated that male and female driv...
This book introduces information technology road map 2015 with presentation, process, plan and conclusion of it. It also has introduction of IT road map by field : information technology road map 2015 on the next-generation of semiconductor, display, light emitting diode and light industry, home network and home electronic appliances, digital TV and broadcasting, radio technology, satellite communications, mobile communication for the next-generation, BcN field, software, computer for the next-generation and security of knowledge information.
Sangowawa, Adesola O; Adebiyi, Akindele O; Faseru, Babalola; Popoola, Olusola J
Child pedestrians have been identified as vulnerable road users. Although walking as a means of transport has health and other benefits, it exposes children to the risk of road traffic injuries. This study was conducted to assess the availability of road safety features around government-owned primary schools in Ibadan municipality. A multistage sampling technique was used to select 46 of the 74 schools in the study area. Some (11) of the selected schools were sited within the same premises and shared a common entrance; thus a total of 35 school premises were eventually observed. Trained research assistants observed the school environment around the selected schools for road safety features such as location of schools, presence of "school", "child crossing" and "speed limit" road signs, and presence of traffic calming devices (road bumps or zebra crossing). Five (14%) of the schools were located on major roads and eight (23%) had road signs indicating that a school was nearby. Seven (20%) had road bumps close to the school, 15 (43%) had a warden who assisted children to cross, and none had a zebra crossing. Five (14%) schools had pedestrian sidewalks. The study revealed that the environment around a number of the observed schools in the municipality compromised the pupils' road safety. The local government, school authorities, parents, and road safety professionals need to institute definite measures to enhance the road safety environment around schools in the municipality.
R. M. Rice; J. Lewis
Logging roads are an important source of forestry-related erosion. The amount of erosion on a forest road is determined by the interaction between how the road is constructed and maintained and the environment in which it is built. The roads in this study were constructed with large bulldozers, and most excavated material was sidecast. The roads studied were...
Chinowsky, P.; Arndt, Channing
to estimate the impact of individual climate stressors on road infrastructure in Mozambique. Through these models, stressor–response functions are introduced that quantify the cost impact of a specific stressor based on the intensity of the stressor and the type of infrastructure it is affecting. Utilizing...... four climate projection scenarios, the paper details how climate change response decisions may cost the Mozambican government in terms of maintenance costs and long-term roadstock inventory reduction. Through this approach the paper details how a 14% reduction in inventory loss can be achieved through...
@@ As everybody knows that automobiles have been greatly changing our life. However, everything has two sides, motor vehicles have also caused a huge number of people's deaths, injuries and property damage. Traffic crashes are perhaps the number one public health problem in developed countries . In the United States, pre-retirement years of life lost in traffic crashes are more than that of the two combined leading diseases: cancer and heart disease . Today road traffic crash (RTC) ranks 11th in leading cause of death and accounts for 2.1% of all deaths globally.
Wang, Qi; McDaniel, J. Gregory; Sun, Nian X.; Wang, Ming L.
This work presents a non-destructive and non-contact acoustic sensing approach for measuring road profile of road and bridge deck with vehicles running at normal speed without stopping traffic. This approach uses an instantaneous and real-time dynamic tire pressure sensor (DTPS) that can measure dynamic response of the tire-road interaction and increases the efficiency of currently used road profile measuring systems with vehicle body-mounted profilers and axle-mounted accelerometers. In this work, a prototype of real-time DTPS system has been developed and demonstrated on a testing van at speeds from 5 to 80 miles per hour (mph). A data analysis algorithm has been developed to remove axle dynamic motions from the measured DTPS data and to find the transfer function between dynamic tire pressure change and the road profile. Field test has been performed to estimate road profiles. The road profile resolution is approximately 5 to 10 cm in width and sensitivity is 0. 3 cm for the height road surface features at driving speeds of 5 to 80 mph.
Budzynski, Marcin; Jamroz, Kazimierz; Antoniuk, Marcin
Run-off-road accidents tend to be very severe because when a vehicle leaves the road, it will often crash into a solid obstacle (tree, pole, supports, front wall of a culvert, barrier). A statistical analysis of the data shows that Poland’s main roadside hazard is trees and the severity of vehicles striking a tree in a run-off-road crash. The risks are particularly high in north-west Poland with many of the roads lined up with trees. Because of the existing rural road cross-sections, i.e. having trees directly on road edge followed immediately by drainage ditches, vulnerable road users are prevented from using shoulders and made to use the roadway. With no legal definition of the road safety zone in Polish regulations, attempts to remove roadside trees lead to major conflicts with environmental stakeholders. This is why a compromise should be sought between the safety of road users and protection of the natural environment and the aesthetics of the road experience. Rather than just cut the trees, other road safety measures should be used where possible to treat the hazardous spots by securing trees and obstacles and through speed management. Accidents that are directly related to the road environment fall into the following categories: hitting a tree, hitting a barrier, hitting a utility pole or sign, vehicle rollover on the shoulder, vehicle rollover on slopes or in ditch. The main consequence of a roadside hazard is not the likelihood of an accident itself but of its severity. Poland’s roadside accident severity is primarily the result of poor design or operation of road infrastructure. This comes as a consequence of a lack of regulations or poorly defined regulations and failure to comply with road safety standards. The new analytical model was designed as a combination of the different factors and one that will serve as a comprehensive model. It was assumed that it will describe the effect of the roadside on the number of accidents and their consequences
Kaplan, Sigal; Prato, Carlo Giacomo
Objective: Urban and transport planners worldwide have recently designed and implemented policies for increasing the number of cyclists. Although cycling is on the rise even in car-oriented cities and regions, the fear of being involved in a crash is still the main obstacle to further increases...... in cycling market shares. The current study proposes the first joint model of frequency and severity of cyclist-motorist collisions with the aim of unraveling the factors contributing to both the probability of being involved in a crash and, conditional on the crash occurrence, experiencing a severe injury......, controlled for traffic exposure of nonmotorized and motorized transport modes, evaluated the effect of infrastructure and land use, and accounted for heterogeneity and spatial correlation across links.Results: Results confirmed the existence of the phenomenon of safety in numbers and added to the narrative...
Laboratory tests have given good experiences to develop the technology of building transport roads for truck on peat bogs. The experiences can be summarized in the following points: The bearing capacity can be increased 15-20 times by mixing down, to the depth of 0,5 m, a mixture of gypsum and T-lime. high bearing surface capacity has been achieved at laboratory tests by mixing sulfonated lignin/sodiumbichromate or cement into peat. These mixtures can take a load of 610 kPa will be tested in the field. An ordinary base machine can be used with some modifications for the new technique. Costs for building roads and stores with the new technique can save 6 MSEK/year in Sweden. Remainig problems at full scale tests are: Testroads should be built to get knowledge of settlement, bearing capacity cost of maintenance etc. Heavy metals pollution. Machinery for transportation and admixture of the stabilizing agents must be deloped. By experience a good mixture between firm soil and peat is difficult to achieve. Technique and dimensioning to make a soft mixture ought to be studied.
Maekelae, K.; Tuominen, A.
Information on the emissions and energy consumption of different vehicles per transported amount of goods has up to last years been minimal. The unit emissions mean the amount of harmful compounds in the flue gases of a vehicle per service, time or energy unit. National three-year MOBILE 2-research program, started in 1999, determines the unit emissions of all the traffic sectors in Finland. VTT Building and Transport mainly carry out the research, but the Institute of Transportation Engineering of the Tampere University of Technology (TTKK) is responsible for a part of the research. The objective of the project is to create common rules for the determination of unit emissions values, and to determine the best possible values for Finnish conditions. Unit emission data is mainly needed for evaluation of the environmental impacts of production plants and other activities containing transportation of commodities. At the web sites of VTT Building and Transport there are about 60 pages of text and tables (about 4000 values) on unit emissions. The URL of the pages is http://www.vtt.fi/rte/projects/lipastoe/index.htm. These web pages present data on all the transportation sectors (road, railroad, water and air transportation), most of the materials concerning road transportation. Following compounds and values are included: CO, HC, NO x , particulates, SO 2 , CO 2 and energy consumption. Methane and nitrous oxide emissions values have also been presented
Zainal Zaffan Farhana; Prasetijo Joewono; Musa Wan Zahidah
Road accidents are one of the world’s largest public health and injury prevention problems. In Malaysia, the west coast area of Malaysia been stated as the highest motorcycle fatalities and road accidents are one of the factors that cause of death and injuries in this country. The most common fatal accident is between a motorcycle and passenger car. The most of the fatal accidents happened on Federal roads with 44 fatal accidents reported, which is equal to 29%. Lacks of road geometric design...
Bener, Abdulbari; Rahman, Yassir S Abdul; Mitra, Biswadev
Head and neck injuries following the road traffic crashes (RTCs) are the most common cause of morbidity and mortality in most developed and developing countries and may also result in temporary or permanent disability. The aim of this study was to determine the incidence pattern of head and neck injuries, investigate its trend and identify the severity of injuries involved with road traffic crashes (RTCs) during the period 2001-2006. This is a retrospective descriptive hospital based study. The patients with head and neck injuries were seen and treated in the Accident and Emergency Department of the Hamad General Hospital and other Trauma Centers of the Hamad Medical Corporation following the road traffic crashes during the period 2001-2006. This study is a retrospective analysis of 6709 patients attended and treated at the Accident and Emergency and Trauma centers for head and neck injuries over a 6 year period. Head and neck injuries were determined according to the ICD 10 criteria. Of these, 3013 drivers, 2502 passengers, 704 pedestrians and 490 two wheel riders (motor bike and cyclists). Details of all the road traffic crash patients were compiled in the database of the Emergency Medical Services (EMS), and the data of patients with head and neck injuries were extracted from this database. A total of 6709 patients with head and neck injuries was reported during the study period. Majority of the victims were non-Qataris (68.7%), men (85.9%) and in the age group 20-44 years (68.5%). There were statistical significant differences in relation to age, nationality, gender, and accident during week ends for head and neck injuries (pQatar from road traffic crashes. The incidence of head and neck injuries is still very high in Qatar, but the severity of injury was mild in most of the victims. The findings of the study highlighted the need for taking urgent steps for safety of people especially drivers and passengers.
Twisk, Divera; Bos, Niels; Shope, Jean T; Kok, Gerjo
Whereas the safety of teens in early licensing countries has been extensively studied, little is known about the safety of pre-license teens in late licensing countries, where these teens also may be at risk. This risk exists because of the combination of a) increasing use of travel modes with a high injury risk, such as bicycles and mopeds, b) inexperience, and c) teens' developmental stage, known to be associated with risk taking and novelty seeking, especially among males. To explore the magnitude and nature of pre-license road risk, this study analysed epidemiological data from the Netherlands, and hypothesized that in this late licensing country, 'independent travel' and the use of riskier modes of transport increase among pre-license teens 10 to 17 years of age, resulting in higher fatality rates, with 'experience' and 'gender' as risk modifying factors. National travel and fatality data of pre-license adolescents in the Netherlands were analysed by traffic role (cyclist, pedestrian, car passenger and moped rider), and compared to a younger age group (0-9 years) and an older age group (18+ years). The study of travel data showed that teens migrate from being car occupants to being users of riskier modes of transport, specifically bicycles and mopeds. This migration resulted in a strong rise in road fatalities, illustrating the importance of mobility patterns for understanding changes in road fatalities in this age group. The data further suggested a protective role of early cycle experience for young adolescent cyclists, particularly for young males. But further study into the underlying mechanism is needed to confirm this relationship. Moped risk was extremely high, especially among young males, and even higher than that of young male car drivers. The study confirmed the importance of changes in mobility patterns for understanding the rising road mortality when youngsters enter into their teens. The focus on fatalities has led to an underestimation of the
Dr. Hagenzieker's research and education activities focus on the road safety effects of the transport system, with particular interest in road user behaviour aspects. Her PhD-research was on the effects of rewards on road user behaviour.
This paper presents a classification of countries (developing and developed alike), divided into two main categories: an economical and historical entry. When road safety problems are placed into the economical context, it then appears that, among other things: (1) The road safety problem in the
Buttery, Thomas J.
In the first edition of Writing for Publication: An Organizational Paradigm (Buttery, 2010), I recommend a model for organizing theoretical articles. The process includes seven components: title, introduction, outline/advanced organizer, headings, transitions, summary and references. This article will focus on the writing process. The strands of…
Margorínová, Martina; Trojanová, Mária; Decký, Martin; Remišová, Eva
Building and improving road infrastructure in Slovakia is currently influenced by the amount of state funding. Therefore, it is necessary to determine the effectiveness of each proposed solution of road project, which is based on life-cycle costs. Besides capital costs, social costs are also important, which valued the negative impacts due to road construction and operation on road users, the environment, and the population living in the affected area. Some components of social costs have shortcomings in quantifying and valuating, which need to be resolved. The one of important components which affects human health and the value of an area, and have some shortcomings are noise costs. Improvement of this component will lead to more accurate valuation of economic efficiency of roads.
Kabalevskaya, Alexandra I.
Full Text Available This article analyzes the mechanism of stereotyping as exemplified by gender stereotypes of road users. Gender stereotypes are not only viewed as an a priori image of a percept, but also examined ‘in action’ — at the very moment of their actualization with road users. In the paper we have identified the content of road users’ gender stereotypes; analyzed the behaviour of male and female drivers, pinpointing a number of gender-specific behavioural features; demonstrated that male and female driving differ from each other in terms of speed, intensity and roughness; and identified the conditions and mechanisms underlying the actualization of gender stereotypes. Based on video and audio materials, we have found that drivers’ gender-specific behavioural features are perceivable to road users: such features trigger the actualization of gender stereotypes as attributive schemes, which determine the interaction between road users, while also laying the foundation for gender stereotypes.
Van Hout, Marie Claire; Bingham, Tim
The online drug marketplace called 'Silk Road' has operated anonymously on the 'Deep Web' since 2011. It is accessible through computer encrypting software (Tor) and is supported by online transactions using peer to peer anonymous and untraceable crypto-currency (Bit Coins). The study aimed to describe user motives and realities of accessing, navigating and purchasing on the 'Silk Road' marketplace. Systematic online observations, monitoring of discussion threads on the site during four months of fieldwork and analysis of anonymous online interviews (n=20) with a convenience sample of adult 'Silk Road' users was conducted. The majority of participants were male, in professional employment or in tertiary education. Drug trajectories ranged from 18 months to 25 years, with favourite drugs including MDMA, 2C-B, mephedrone, nitrous oxide, ketamine, cannabis and cocaine. Few reported prior experience of online drug sourcing. Reasons for utilizing 'Silk Road' included curiosity, concerns for street drug quality and personal safety, variety of products, anonymous transactioning, and ease of product delivery. Vendor selection appeared to be based on trust, speed of transaction, stealth modes and quality of product. Forums on the site provided user advice, trip reports, product and transaction reviews. Some users reported solitary drug use for psychonautic and introspective purposes. A minority reported customs seizures, and in general a displacement away from traditional drug sourcing (street and closed markets) was described. Several reported intentions to commence vending on the site. The study provides an insight into 'Silk Road' purchasing motives and processes, the interplay between traditional and 'Silk Road' drug markets, the 'Silk Road' online community and its communication networks. Copyright © 2013 Elsevier B.V. All rights reserved.
MDW/SGVU SUBJECT: Professional Presentation Approval 27 JULY 2017 Your paper, entitled Resident Research Fundamentals Course - "Human Research ...Curves in the Road" (27 Sep 2017) presented at/published to Resident Research Fundamentals Course - JBSA Lackland, San Antonio, TX - 27 Sep 2017 in...are a Graduate Health Sciences Education student and your department has told you they cannot fund your publication, the 59th Clinical Research
Tong, Tom K; Lin, Hua; Lippi, Giuseppe; Nie, Jinlei; Tian, Ye
This study evaluated the impact of professional training on serum oxidant and antioxidant status in adolescent endurance athletes and compared it with that of untrained individuals. Firstly, serum thiobarbituric-acid-reactive substances (TBARSs), xanthine oxidase (XO), catalase (CAT), reduced glutathione (GSH), superoxide dismutase (SOD), and total antioxidant capacity (T-AOC) were measured in 67 male runners, cyclists, and untrained adolescents. Seven-day dietary intakes were also assessed. Secondly, for age- and Tanner-stage-matched comparison, 36 out of the 67 subjects (12 for each group) were then selected and investigated. In cyclists, XO, GSH, and CAT were higher as compared with runners and controls. The CAT in runners, but not GSH and XO, was also higher than in controls. TBARS, T-AOC, and SOD did not differ among the study populations. Regarding the inter-individual relationships among serum redox statuses and dietary nutrient intakes, significant correlations were noted in CAT versus carbohydrates, protein, magnesium, and manganese; GSH versus carbohydrates, protein, fat, selenium, zinc, iron, and magnesium; XO versus cholesterol; CAT versus GSH. These findings suggest that the resting blood redox balance in the professional adolescent athletes was well maintained partly by the increase of individual antioxidant in adaptation to chronic exercise.
Yannis, George; Weijermars, Wendy; Gitelman, Victoria; Vis, Martijn; Chaziris, Antonis; Papadimitriou, Eleonora; Azevedo, Carlos Lima
Various road safety performance indicators (SPIs) have been proposed for different road safety research areas, mainly as regards driver behaviour (e.g. seat belt use, alcohol, drugs, etc.) and vehicles (e.g. passive safety); however, no SPIs for the road network and design have been developed. The objective of this research is the development of an SPI for the road network, to be used as a benchmark for cross-region comparisons. The developed SPI essentially makes a comparison of the existing road network to the theoretically required one, defined as one which meets some minimum requirements with respect to road safety. This paper presents a theoretical concept for the determination of this SPI as well as a translation of this theory into a practical method. Also, the method is applied in a number of pilot countries namely the Netherlands, Portugal, Greece and Israel. The results show that the SPI could be efficiently calculated in all countries, despite some differences in the data sources. In general, the calculated overall SPI scores were realistic and ranged from 81 to 94%, with the exception of Greece where the SPI was relatively lower (67%). However, the SPI should be considered as a first attempt to determine the safety level of the road network. The proposed method has some limitations and could be further improved. The paper presents directions for further research to further develop the SPI. Copyright © 2012 Elsevier Ltd. All rights reserved.
This presentation outlines the functions of the North American Young Generation in Nuclear. Activities of the organization include professional development, recruiting, retention, public outreach, leadership, networking, workforce issues, mentoring and communications
Burtraw, D.; Harrison, K.; Pawlowski, J.A.
Heavy trucks are primarily responsible for pavement damage to the nation's highways. In this paper we evaluate the pavement damage caused by coal trucks. We analyze the chief source of pavement damage (vehicle weight per axle, not total vehicle weight) and the chief cost involved (the periodic overlay that is required when a road's surface becomes worn). This analysis is presented in two stages. In the first section we present a synopsis of current economic theory including simple versions of the formulas that can be: used to calculate costs of pavement wear. In the second section we apply this theory to a specific example proximate to the reference environment for the Fuel Cycle Study in New Mexico in order to provide a numerical measure of the magnitude of the costs
On the 23 and 25 September come and test your driving skills and your reflexes on the two days of road safety in practice! To conclude the poster and article campaign on this topic which started last year, CERN now comes to the practical part with demonstrations, like a spectacular overturning test, information stands, where you can meet safety personnel from France, Switzerland and CERN, and discussions & debates. Come to ... ... the Meyrin site on 23 September: - From 8:30 hrs, stands and demonstrations on the parking site Cèdres, behind the Restaurant no. 1. - From 9:30 hrs, discussions and debates in the main auditorium. ... the Prévessin site on 25 September: - From 8:30 hrs, stands and demonstrations on the parking site of the building 866. - From 14:00 hrs, discussions and debates in the AB auditorium, building 864.
The paper presents an overview on the road safety measures implemented in the framework of the “SOL – Save our lives” project. It contains summarization of general knowledge regarding the efficiency of the measures applied and conclusions from the analyses of developed strategies and action plans, including common issues, strengths and weaknesses of developed tools and puts these in the context of wider European Road Safety strategies. The purpose of the paper is to provide recommendations for an effective professional development of road safety programs at community level in the context of sustainable mobility. (Author)
Silva, Nuno; Shah, Vaibhav; Soares, João; Rodrigues, Helena
Anomalies on road pavement cause discomfort to drivers and passengers, and may cause mechanical failure or even accidents. Governments spend millions of Euros every year on road maintenance, often causing traffic jams and congestion on urban roads on a daily basis. This paper analyses the difference between the deployment of a road anomalies detection and identification system in a “conditioned” and a real world setup, where the system performed worse compared to the “conditioned” setup. It also presents a system performance analysis based on the analysis of the training data sets; on the analysis of the attributes complexity, through the application of PCA techniques; and on the analysis of the attributes in the context of each anomaly type, using acceleration standard deviation attributes to observe how different anomalies classes are distributed in the Cartesian coordinates system. Overall, in this paper, we describe the main insights on road anomalies detection challenges to support the design and deployment of a new iteration of our system towards the deployment of a road anomaly detection service to provide information about roads condition to drivers and government entities.
Budzynski, Marcin; Jamroz, Kazimierz; Kustra, Wojciech; Michalski, Lech; Gaca, Stanislaw
The objective of road safety infrastructure management is to ensure that when roads are planned, designed, built and used road risks can be identified, assessed and mitigated. Road transport safety is significantly less developed than that of rail, water and air transport. The average individual risk of being a fatality in relation to the distance covered is thirty times higher in road transport that in the other modes. This is mainly because the different modes have a different approach to safety management and to the use of risk management methods and tools. In recent years Poland has had one of the European Union’s highest road death numbers. In 2016 there were 3026 fatalities on Polish roads with 40,766 injuries. Protecting road users from the risk of injury and death should be given top priority. While Poland’s national and regional road safety programmes address this problem and are instrumental in systematically reducing the number of casualties, the effects are far from the expectations. Modern approaches to safety focus on three integrated elements: infrastructure measures, safety management and safety culture. Due to its complexity, the process of road safety management requires modern tools to help with identifying road user risks, assess and evaluate the safety of road infrastructure and select effective measures to improve road safety. One possible tool for tackling this problem is the risk-based method for road infrastructure safety management. European Union Directive 2008/96/EC regulates and proposes a list of tools for managing road infrastructure safety. Road safety tools look at two criteria: the life cycle of a road structure and the process of risk management. Risk can be minimized through the application of the proposed interventions during design process as reasonable. The proposed methods of risk management bring together two stages: risk assessment and risk response occurring within the analyzed road structure (road network, road
Falcocchio, John C
This book on road traffic congestion in cities and suburbs describes congestion problems and shows how they can be relieved. The first part (Chapters 1 - 3) shows how congestion reflects transportation technologies and settlement patterns. The second part (Chapters 4 - 13) describes the causes, characteristics, and consequences of congestion. The third part (Chapters 14 - 23) presents various relief strategies - including supply adaptation and demand mitigation - for nonrecurring and recurring congestion. The last part (Chapter 24) gives general guidelines for congestion relief and provides a general outlook for the future. The book will be useful for a wide audience - including students, practitioners and researchers in a variety of professional endeavors: traffic engineers, transportation planners, public transport specialists, city planners, public administrators, and private enterprises that depend on transportation for their activities.
Nadarajan, V S; Ooi, C H; Sthaneshwar, P; Thompson, M W
Altitude training is sometimes employed by elite endurance athletes to improve their sea level performance. This improvement results from the increased red cell mass consequent upon the boost in erythropoietin (EPO) level that occurs as a response to the relatively hypoxic environment at high altitudes. We measured serum EPO levels together with various red cell and reticulocyte parameters including immature reticulocyte fraction (IRF) in eight national track-endurance cyclists, resident at sea-level, prior to and upon return from an altitude of approximately 1905 m. Reticulocytes and soluble transferrin receptor (sTfR) were significantly increased with reduction in ferritin levels immediately on return from high altitude indicating increased erythropoietic activity. IRF in particular showed a significant peak immediately on return but decline to sub-baseline levels by day 9, and recovery to baseline by day 16. Our results indicate that IRF is a sensitive marker of erythropoietic status in athletes undergoing altitude training and subsequent loss of EPO stimuli on return to sea level.
Mansuri, Farah A.; Al-Zalabani, Abdulmohsen H.; Zalat, Marwa M.; Qabshawi, Reem I.
Objectives: To identify the changing trends and crucial preventive approaches to road traffic accidents (RTAs) adopted in the Kingdom of Saudi Arabia (KSA) over the last 2.5 decades, and to analyze aspects previously overlooked. Methods: This systematic review was based on evidence of RTAs in KSA. All articles published during the last 25 years on road traffic accident in KSA were analyzed. This study was carried out from December 2013 to May 2014 in the Department of Family and Community Med...
Aprile, A E
Professional autonomy may represent the first step to implementing measures that will allow CRNAs to attain a level of independent practice consistent with their clinical and educational training. Autonomy is regarded as an essential ingredient of professionalism and confers independent function at the individual practitioner level. The principle of autonomy refers to the individual's capacity to make independent decisions based on the assumption that he or she possesses the cognitive, psychological, and emotional faculties to make rational decisions. Nursing practice meets the first two criteria of professionalism--competence and dedication to an important social good. The third criterion of professionalism, autonomy, has been a focal point for controversy since the late nineteenth century, in which obedience to supervisors and physicians remained a central focus of nursing ethics teaching until the advent of feminism in the 1970s. This article presents a thorough analysis of these concepts with some thoughts on how understanding the fundamental precepts and further research may not only help maintain the current level of CRNA professional autonomy but serve to guide us to become more autonomous in the future.
Rosso, G L; Zanelli, R; Corino, P; Bruno, S
Every year many traffic accidents with fatal outcomes occur in our Country. According to the recent indications of the European Agency for Safety and Health at Work, the Piedmont region has financed the plan: Prevention of road accidents in the road haulage field. The aims of the plan are to stimulate transport companies to the target of road safety and to improve and enforce sanitary surveillance, in order to improve the safety on road haulage and to prevent traffic injuries. the plan foresees, over a period of two years, a few encounters with all the interested parties (companies, police forces, labour unions etc). During those encounters we have to give a questionnaire for evaluating the companies' knowledge about the problem and we have to choose a common plan with the aim of improving road safety. The Piedmont regional plan recalls the need to increase the attention to numerous and diversified hazards for safety on road haulage. It also imposes the choice of measures that include: risk assessment, health education, technical and environmental prevention, sanitary surveillance and clinical interventions (diagnosis and rehabilitation of occupational accidents).
Full Text Available A new road network selection method based on hierarchical structure is studied. Firstly, road network is built as strokes which are then classified into hierarchical collections according to the criteria of betweenness centrality value (BC value. Secondly, the hierarchical structure of the strokes is enhanced using structural characteristic identification technique. Thirdly, the importance calculation model was established according to the relationships among the hierarchical structure of the strokes. Finally, the importance values of strokes are got supported with the model's hierarchical calculation, and with which the road network is selected. Tests are done to verify the advantage of this method by comparing it with other common stroke-oriented methods using three kinds of typical road network data. Comparision of the results show that this method had few need to semantic data, and could eliminate the negative influence of edge strokes caused by the criteria of BC value well. So, it is better to maintain the global hierarchical structure of road network, and suitable to meet with the selection of various kinds of road network at the same time.
Zainal Zaffan Farhana
Full Text Available Road accidents are one of the world’s largest public health and injury prevention problems. In Malaysia, the west coast area of Malaysia been stated as the highest motorcycle fatalities and road accidents are one of the factors that cause of death and injuries in this country. The most common fatal accident is between a motorcycle and passenger car. The most of the fatal accidents happened on Federal roads with 44 fatal accidents reported, which is equal to 29%. Lacks of road geometric designs consistency where the drivers make mistakes errors due to the road geometric features causes the accident kept rising in Malaysia. Hence, models are based on operating speed to calculate design consistency of road. The profiles were obtained by continuous speed profile using GPS data. The continuous operating speed profile models were plotted based on operating speed model (85th percentile. The study was conduct at F0023 from km 16 until km 20. The purpose of design consistency is to know the relationship between the operating speed and elements of geometric design on the road. As a result, the integrated design consistency motorcycle and cars along a segment at F0023, the threshold shows poor design quality for motorcycles and cars.
Full Text Available The South African Road Safety Manual (SARSM) was published in 1999 and includes guidelines on road safety audits (RSA). The development of SARSM was a proactive process for improving the road environment with respect to road safety but was never...
Aarts, L.T. & Davidse, R.J.
In the Netherlands, the Sustainable Safety vision is an important guide in improving road safety. It is considered that the road environment shouldconform to the expectations of road users in order to prevent errors thatcould lead to road crashes. These expectations are based on the characteristics
... 30 Mineral Resources 3 2010-07-01 2010-07-01 false Primary roads. 817.151 Section 817.151 Mineral... roads. Primary roads shall meet the requirements of § 817.150 and the additional requirements of this section. (a) Certification. The construction or reconstruction of primary roads shall be certified in a...
... 30 Mineral Resources 3 2010-07-01 2010-07-01 false Primary roads. 816.151 Section 816.151 Mineral... roads. Primary roads shall meet the requirements of section 816.150 and the additional requirements of this section. (a) Certification. The construction or reconstruction of primary roads shall be certified...
... 25 Indians 1 2010-04-01 2010-04-01 false Roads prohibited. 265.3 Section 265.3 Indians BUREAU OF... ON INDIAN RESERVATIONS § 265.3 Roads prohibited. (a) Within the boundaries of this officially... highways, roads, truck trails, work roads, and all other types of ways constructed to make possible the...
Earth Data Analysis Center, University of New Mexico — Line attributes denoting all street centerlines in Curry County. Dataset includes all centerlines for all county maintained roads, all state and federal highways,and...
Full Text Available be reduced, the result remains environmentally unsustainable. Low cost but appropriate techniques for upgrading these roads cost-effectively to sealed standards have been implemented in many countries recently. These techniques optimize the use of local...
Mountain roads and trails are proliferating throughout developing Southeast Asia with severe but largely unrecognized long-term consequences related to effects of landslides and surface erosion on communities and downstream resources.
Minnesota Department of Natural Resources — This data set contains roadway centerlines for roads found on the USGS 1:24,000 mapping series. Those roadways that are Interstate, Trunk Highway, or CSAH (county...
The 2013 annual CERN Road Race will be held on Wednesday 18 September at 6.15 p.m. The 5.5 km race takes place over 3 laps of a 1.8 km circuit in the West Area of the Meyrin site, and is open to everyone working at CERN and their families. There are runners of all speeds, with times ranging from under 17 to over 34 minutes, and the race is run on a handicap basis, by staggering the starting times so that (in theory) all runners finish together. Children (< 15 years) have their own race over 1 lap of 1.8 km. As usual, there will be a “best family” challenge (judged on best parent and best child). Trophies are awarded in the usual men’s, women’s and veterans’ categories, and there is a challenge for the best age/performance. Every adult will receive a souvenir prize, financed by a registration fee of 10 CHF. Children enter free (each child will receive a medal). More information, and the online entry form, can be found here.
The 2013 edition of the annual CERN Road Race will be held on Wednesday 18 September at 18.15. The 5.5 km race takes place over 3 laps of a 1.8 km circuit in the West Area of the Meyrin site, and is open to everyone working at CERN and their families. There are runners of all speeds, with times ranging from under 17 to over 34 minutes, and the race is run on a handicap basis, by staggering the starting times so that (in theory) all runners finish together. Children (< 15 years) have their own race over 1 lap of 1.8 km. As usual, there will be a “best family” challenge (judged on best parent + best child). Trophies are awarded in the usual men’s, women’s and veterans’ categories, and there is a challenge for the best age/performance. Every adult will receive a souvenir prize, financed by a registration fee of 10 CHF. Children enter free (each child will receive a medal). More information, and the online entry form, can be found at: htt...
Rytwinski, Trina; Soanes, Kylie; Jaeger, Jochen A.G.; Fahrig, Lenore; Findlay, C.S.; Houlahan, Jeff; Ree, van der Rodney; Grift, van der Edgar A.
Road traffic kills hundreds of millions of animals every year, posing a critical threat to the populations of many species. To address this problem there are more than forty types of road mitigation measures available that aim to reduce wildlife mortality on roads (road-kill). For road planners,
Martins, Mário M. Abreu; Santos, Luís Picado; Freitas, Elisabete F.
The growing awareness by the broader public of the consequences to health and wellbeing due to road noise has led to a growing number of legal requirements being produced to deal with this matter, both in the design of new or assessment of existing infrastructure. In this article the purpose is to make an up-to-date review of existing studies being carried out to deliver models for predicting noise produced from tyre-road contact, taking account of different methodological appr...
Merat, Natasha; Louw, Tyron; Madigan, Ruth; Wilbrink, Marc; Schieben, Anna
As the desire for deploying automated ("driverless") vehicles increases, there is a need to understand how they might communicate with other road users in a mixed traffic, urban, setting. In the absence of an active and responsible human controller in the driving seat, who might currently communicate with other road users in uncertain/conflicting situations, in the future, understanding a driverless car's behaviour and intentions will need to be relayed via easily comprehensible, intuitive and universally intelligible means, perhaps presented externally via new vehicle interfaces. This paper reports on the results of a questionnaire-based study, delivered to 664 participants, recruited during live demonstrations of an Automated Road Transport Systems (ARTS; SAE Level 4), in three European cities. The questionnaire sought the views of pedestrians and cyclists, focussing on whether respondents felt safe interacting with ARTS in shared space, and also what externally presented travel behaviour information from the ARTS was important to them. Results showed that most pedestrians felt safer when the ARTS were travelling in designated lanes, rather than in shared space, and the majority believed they had priority over the ARTS, in the absence of such infrastructure. Regardless of lane demarcations, all respondents highlighted the importance of receiving some communication information about the behaviour of the ARTS, with acknowledgement of their detection by the vehicle being the most important message. There were no clear patterns across the respondents, regarding preference of modality for these external messages, with cultural and infrastructural differences thought to govern responses. Generally, however, conventional signals (lights and beeps) were preferred to text-based messages and spoken words. The results suggest that until these driverless vehicles are able to provide universally comprehensible externally presented information or messages during interaction
Sahoo, S.; Mitra, A.; Kumar, J.; Sahoo, B.
Transportation via Roads should only be used for safely commuting from one place to another. In 2015, when 1.5 Million people, across the Globe started out on a journey, it was meant to be their last. The Global Status Report on Road Safety, 2015, reflected this data from 180 countries as road traffic deaths, worldwide. In India, more than 1.37 Lakh people were victims of road accidents in 2013 alone. That number is more than the number of Indians killed in all the wars put together. With these disturbing facts in mind, we found out some key ambiguities in the Indian Road Traffic Management systems like the non-adaptive nature to fluctuating traffic, pedestrians and motor vehicles not adhering to the traffic norms strictly, to name a few. Introduction of simple systems would greatly erase the effects of this silent epidemic and our Project aims to achieve the same. It would introduce a pair of Barricade systems to cautiously separate the pedestrians and motor vehicles to minimise road mishaps to the extent possible. Exceptional situations like that of an Ambulance or any emergency vehicles will be taken care off by the use of RFID tags to monitor the movement of the Barricades. The varied traffic scenario can be guided properly by using the ADS-B (Automatic Detection System-Broadcast) for monitoring traffic density according to the time and place.
Full Text Available As environmentally clean industry and as the most significantworld industry regarding the number of employees and theimpact on the social and economic development of a countTy,tourism represents an extremely important social and economicbranch for Croatia.As a functional unit of the mutually interweaving socialand economic relations, tourism is a complex phenomenonwhose development depends on a number of compatible factorsout of which the transport infrastructure is considered to bethe most obvious and almost the most significant one, i.e. thefirst among the equal. This is primarily true for road traffic infrastructure,since road trai!Sportation of tourists by passengercars, buses and motorcycles accounts for more than 90 percentof the overall tourist journeys in Croatia.The topic of this paper is precisely, among other things, thetourist assessment of the Croatian road network by means ofthe so-called econometric model regarding the contribution ofa certain road route to the overall tourist traffic.Practical implementation of the elaborated problematicshould result in the improvement of road infrastructure eitherby constructing new motonvays and/or roads, or by reconstructionand/or modernisation of the existing traffic routes.
Mar Fernández Vázquez-Noguerol
Full Text Available Purpose: Road transport aspects are becoming increasingly important due to their high impact on economic, environmental and social sustainability. Considering the triple bottom line approach, best practices play a fundamental role within organisations. The purpose of this paper is to analyse several sustainable initiatives in road transport adopted by companies. Design/methodology/approach: The findings were developed and evaluated based on empirical data captured through a survey of 98 professionals involved in logistics and transport activities. Additionally, key literature on transport initiatives was reviewed to supplement the framework for the implementation of best practices in road transport. Findings: The exploratory study shows the importance of each best practice and determines the level of implementation of each initiative, comparing the results among different dealers (retailers, wholesalers, carriers and manufacturers, type of transport fleet and companies’ revenues. Research limitations/implications: The sample of 98 companies was based on simple search filters and the group is not wholly representative of all sectors. Respondents were mainly managers from Spain involved in logistics and transport activities. Surveyed companies included manufacturing, retailers, wholesalers and third-party logistics providers. Practical implications: The most common best practices in road transport are identified, including initiatives related to: efficiency, reusability, safety, optimization, emissions, waste and recycling. Initiatives that influence road transport are ranked by their degree of implementation in the companies analysed. Social implications: Implementation of some of these best practices may help lessen negative impacts of road transport on society and the environment. Originality/value: The study results indicate which practices are most frequently used and their level of implementation depending on companies’ roles in the
Tomasz SZCZURASZEK; Jan KEMPA
The article presents a proposal of the ‘GAMBIT KUJAWSKO-POMORSKI’ Road Safety Improvement Programme. The main idea of the Programme is to establish and initiate systems that will be responsible for the most important areas of activity within road safety, including road safety control, supervision, and management systems in the whole Voivodeship. In total, the creation and start of nine such systems has been proposed, namely: the Road Safety Management, the Integrated Road Rescue Service, the ...
Bahadori, Mohammadkarim; Hajebrahimi, Ahmad; Alimohammadzadeh, Khalil; Ravangard, Ramin; Hosseini, Seyed Mojtaba
To identify and prioritize factors affecting the location of road emergency bases in Iran using Analytical Hierarchy Process (AHP). This was a mixed method (quantitative-qualitative) study conducted in 2016. The participants in this study included the professionals and experts in the field of pre-hospital and road emergency services issues working in the Health Deputy of Iran Ministry of Health and Medical Education, which were selected using purposive sampling method. In this study at first, the factors affecting the location of road emergency bases in Iran were identified using literature review and conducting interviews with the experts. Then, the identified factors were scored and prioritized using the studied professionals and experts' viewpoints through using the analytic hierarchy process (AHP) technique and its related pair-wise questionnaire. The collected data were analyzed using MAXQDA 10.0 software to analyze the answers given to the open question and Expert Choice 10.0 software to determine the weights and priorities of the identified factors. The results showed that eight factors were effective in locating the road emergency bases in Iran from the viewpoints of the studied professionals and experts in the field of pre-hospital and road emergency services issues, including respectively distance from the next base, region population, topography and geographical situation of the region, the volume of road traffic, the existence of amenities such as water, electricity, gas, etc. and proximity to the village, accident-prone sites, University ownership of the base site, and proximity to toll-house. Among the eight factors which were effective in locating the road emergency bases from the studied professionals and experts' perspectives, "distance from the next base" and "region population" were respectively the most important ones which had great differences with other factors.
Jensen, Anne Winther
professional care helper’ in the school setting but the job being closely related to daily life's routine tasks; the paper points to difficulties for students in identifying the exact content of the term ‘professional’. Furthermore students seem to be uncertain about their ‘professionalism’ in relation...
Zimmerman, Karen; Jinadasa, Deepani; Maegga, Bertha; Guerrero, Alejandro
Road traffic injuries (RTIs) are a major public health burden, especially in low- and middle-income countries. There is limited data on RTIs in low-volume, rural African settings. This study attempted to survey all individuals living in households within 200 m of two low-volume rural roads in Tanzania and to collect data on RTIs. Local communities and users of the Bago to Talawanda road (intervention site) and Kikaro to Mihuga road (control site) were targeted and received an intensive program of road safety measures tailored using the crash characteristics of the baseline sample. Demographic data on all household members were collected, and those individuals who suffered an RTI in the previous 3 months had comprehensive information collected about the crash characteristics and the socioeconomic impact. The follow-up data collection occurred nine months after the baseline data were collected. The majority of crashes that caused an RTI involved a motorcycle (71%) and the majority of victims were male (82%) with an average age of 27. Injuries to the legs (55%) were most common and the average length of time away from normal activity was 27 (±33) days. RTI incidence at the intervention site increased during the course of the study (incidence before vs. incidence after) and was unchanged in the community control (incidence before vs. incidence after). The incidence of RTIs in the low-volume rural setting is unacceptably high and most commonly associated with motorcycles. The change in incidence is unreliable due to logistic restraints of the project and more research is needed to quantify the impact of various RTI prevention strategies in this setting. This study provides insight into road traffic injuries on low-volume rural roads, areas where very little research has been captured. Additionally, it provides a replicable study design for those interested in collecting similar data on low-volume rural roads.
Mansuri, Farah A.; Al-Zalabani, Abdulmohsen H.; Zalat, Marwa M.; Qabshawi, Reem I.
Objectives: To identify the changing trends and crucial preventive approaches to road traffic accidents (RTAs) adopted in the Kingdom of Saudi Arabia (KSA) over the last 2.5 decades, and to analyze aspects previously overlooked. Methods: This systematic review was based on evidence of RTAs in KSA. All articles published during the last 25 years on road traffic accident in KSA were analyzed. This study was carried out from December 2013 to May 2014 in the Department of Family and Community Medicine, Taibah University, Al-Madinah Al-Munawwarah, KSA. Results: Road traffic accidents accounted for 83.4% of all trauma admissions in 1984-1989, and no such overall trend was studied thereafter. The most frequently injured body regions as reported in the latest studies were head and neck, followed by upper and lower extremities, which was found to be opposite to that of the studies reported earlier. Hospital data showed an 8% non-significant increase in road accident mortalities in contrast to police records of a 27% significant reduction during the years 2005-2010. Excessive speeding was the most common cause reported in all recent and past studies. Conclusion: Disparity was common in the type of reporting of RTAs, outcome measures, and possible causes over a period of 2.5 decade. All research exclusively looked into the drivers’ faults. A sentinel surveillance of road crashes should be kept in place in the secondary and tertiary care hospitals for all regions of KSA. PMID:25828277
Rønnestad, Bent R; Askestad, Arild; Hansen, Joar
To investigate the effects of combining low-intensity endurance training (LIT) with one high-intensity endurance training (HIT) session every 7-10 days (EXP, n = 7) vs. traditional approach focusing on LIT (TRAD, n = 6) during the transition period. The effects of different training strategies during the transition period were investigated after the transition period and at the beginning of the subsequent competition season. Well-trained cyclists were tested after the competition season, after an 8-week transition period, and after a 16-week preparatory period, before the subsequent competition season. The only difference between groups was a larger time with HIT during the transition phase in EXP. It was very likely that EXP had a larger impact on power output at 4 mmol L(-1) [la(-)] after both the transition period and after the preparatory period than TRAD [between-group change (90% CI): 10.6% (8.2%) and 12.9% (11.9%), respectively]. It was very likely that EXP had a larger impact on mean power output in the 40-min all-out trial after the transition period than TRAD [between-group change 12.4% (7.6%)]. EXP was also likely to have a larger improvement in the 40-min trial performance from pre-test to after the preparatory period than TRAD [between-group change 6.0% (6.6%)]. The present findings suggest that HIT sessions should be incorporated during the transition phase to avoid reduction in fitness and performance level and thereby increase the likelihood of improved performance from the end of one season to the beginning of the subsequent season.
Rytwinski, Trina; Soanes, Kylie; Jaeger, Jochen A. G.; Fahrig, Lenore; Findlay, C. Scott; Houlahan, Jeff; van der Ree, Rodney; van der Grift, Edgar A
Road traffic kills hundreds of millions of animals every year, posing a critical threat to the populations of many species. To address this problem there are more than forty types of road mitigation measures available that aim to reduce wildlife mortality on roads (road-kill). For road planners, deciding on what mitigation method to use has been problematic because there is little good information about the relative effectiveness of these measures in reducing road-kill, and the costs of these...
relates to actual development work, where a social worker education program is restructured and developed, with the aim of creating optimal transfer. The social worker must 'be able to co-operate, organize, coordinate, implement, evaluate and develop social efforts’ in accordance with the curriculum. How...... does that look in practice? Based on interviews with newly-educated social workers, I have analyzed which competences the social worker (hereafter ‘he’) uses in practice, how these competences are developed, and how the student learns to apply the competences acquired in the educational program.......The purpose of the professional bachelor’s degree is to qualify the students to act competently in a subsequent job situation. Anecdotal experience and research have shown that limited transfer between what is learned during the coursework and the subsequent professional practice. This article...
Samardžija, Dragan; Teslić, Nikola; Todorović, Branislav M.; Kovač, Erne; Isailović, Đorđe; Miladinović, Bojan
Driving in low visibility conditions (night time, fog or heavy precipitation) is particularly challenging task with an increased probability of traffic accidents and possible injuries. Road Nail is a solar powered intelligent road marking system of wirelessly networked signaling devices that improve driver safety in low visibility conditions along hazardous roadways. Nails or signaling devices are autonomous nodes with capability to accumulate energy, exchange wireless messages, detect approaching vehicles and emit signalization light. We have built an experimental test-bed that consists of 20 nodes and a cellular gateway. Implementation details of the above system, including extensive measurements and performance evaluations in realistic field deployments are presented. A novel distributed network topology discovery scheme is proposed which integrates both sensor and wireless communication aspects, where nodes act autonomously. Finally, integration of the Road Nail system with the cellular network and the Internet is described.
Machsus; Prayogo, I.; Chomaedhi; Hayati, D. W.; Utanaka, A.
This research discusses road safety analysis on the operation of frontage road on the west side of Achmad Yani Road Surabaya. This research began by conducting survey on secondary data of traffic accidents. In addition, primary data survey was conducted to obtain traffic data, geometric road data, and other supporting data at the study site along the west side frontage of Ahmad Yani Road Surabaya. Devices used in this research include camera, handy cam, speed gun, counters of vehicles, rolling meter, computer and others. In outline, the stages to conduct this research are divided into 4 stages, namely 1.the preparation stage, 2.data collection and processing, 3. analysis and discussion, and 4. conclusion. The results of this study showed that the accident characteristics of the frontage road are (i) 3 accidents occured per month, (ii) motorcycles was accounted for the largest proportion of accidents which amounted to 74.6 percent, (iii) there were 3 accident victims per month, and (iv) material losses per month worths 1.2 million. The accident rate in 2016 was 0.04 crashes per one million vehicle travels per kilometer, while during 2 months in 2017 it was 0.15 accidents per one million vehicle travels per kilometer. Black spot area of accident is located on Sta 2 + 800 to 2 + 900 which is in front of Graha Pena building and DBL Arena. The high rate of accidents is influenced by the speed of the vehicle which 85 percentile exceeds the speed limit of 40km per hour.
Stelling-Konczak, A. Hagenzieker, M.P. & Wee, B. van
The growing popularity of electric devices and the increasing number of hybrid and electric cars have recently raised concerns about the use of auditory signals by vulnerable road users. This paper consolidates current knowledge about the two trends in relation to cycling safety. Both a literature
Korea Industrial Technology Foundation Editorial Department
This book is comprised of two parts. One is divided into five chapters, which deals with summary of environment-friendly coloring technology, industry tendency of environment-friendly coloring technology, industry analysis and vision of environment-friendly coloring technology, analysis on core technology for environment-friendly coloring technology, with eco-friendly water paint and painting skill and eco-friendly surface treatment skill using electrochemical process. The other is divided into five chapters, which handles outline of display printing technology road map market trends of display painting, analysis and vision of display painting deduction of core-technology for display painting and analysis of core-technology for display painting. It has Diagrams for eco-friendly coloring technology road map and core-technology display painting road map.
Twisk, D.A.M. Vlakveld, W.P. Mesken, J. Shope, J.T. & Kok, G.
Road injuries are a prime cause of death in early adolescence. Often road safety education (RSE) is used to target risky road behaviour in this age group. These RSE programmes are frequently based on the assumption that deliberate risk taking rather than lack of competency underlies risk behaviour.
Zaporotskova Irina Vladimirovna
Full Text Available The requirement of developing and modernizing the roads in Russia and in the Volgograd region in particular, is based on need of expanding the directions of scientific research on road and transport complexes. They have to be aimed at the development of the theory of transport streams, traffic safety increase, and, first of all, at the application of original methods of road development and modernization, introduction of modern technologies and road-building materials.On the basis of the analysis of the plans for transportation sphere development in the Volgograd region assuming the need to apply the new technologies allowing to create qualitative paving, the authors propose the technology of creating a heavy-duty paving with the use of carbon nanomaterial. The knowledge on strengthening the characteristics of carbon nanotubes is a unique material for nanotechnology development which allowed to assume the analysis of general information about asphalt concrete. The analysis showed that carbon nanotubes can be used for improvement of operational characteristics of asphalt concrete, and it is possible to carry out additives of nanotubes in hot as well as in cold bitumen. The article contains the basic principles of creation of the new road material received by means of bitumen reinforcing by carbon nanotubes. The structures received by the offered technique binding on the basis of the bitumens modified by carbon nanomaterial can be used for coverings and bases on highways of all categories in all road and climatic zones of Russia. The technical result consists in increasing the durability and elasticity of the received asphalt covering, and also the increase of water resistance, heat resistance and frost resistance, the expansion of temperature range of its laying in the field of negative temperatures.
The problems involved in constructing lunar roads are explored. The main challenges are airlessness, low gravity, and solar effects, especially temperature extremes. Also involved are the expense of delivering equipment and material to the job site (especially for bridges and other structures), obtaining skilled labor, and providing maintenance. The lunar road will most likely be gravel, but with the size of the material closer to cobblestone to reduce scattering. They will probably be very winding, even on the flats, and feature numerous bridges and some cuts. This traffic will be mostly automatic or teleoperated cargo carriers with a handful of shirtsleeve-pressurized 'passenger cars' large enough to live in for several days.
Chen, Faan; Wang, Jianjun; Wu, Jiaorong; Chen, Xiaohong; Zegras, P Christopher
Persistent monitoring of progress, evaluating the results of interventions and recalibrating to achieve continuous improvement over time is widely recognized as being crucial towards the successful development of road safety. In the ASEAN (Association of Southeast Asian Nations) region there is a lack of well-resourced teams that contain multidisciplinary safety professionals, and specialists in individual countries, who are able to carry out this work effectively. In this context, not only must the monitoring framework be effective, it must also be easy to use and adapt. This paper provides a case study that can be easily reproduced; based on an updated and refined Road Safety Development Index (RSDI), by means of the RSR (Rank-sum ratio)-based model, for monitoring/reporting road safety development at regional level. The case study was focused on the road safety achievements in eleven Southeast Asian countries; identifying the areas of poor performance, potential problems and delays. These countries are finally grouped into several classes based on an overview of their progress and achievements regarding to road safety. The results allow the policymakers to better understand their own road safety progress toward their desired impact; more importantly, these results enable necessary interventions to be made in a quick and timely manner. Keeping action plans on schedule if things are not progressing as desired. This would avoid 'reinventing the wheel' and trial and error approaches to road safety, making the implementation of action plans more effective. Copyright © 2017 Elsevier Ltd. All rights reserved.
V. A. Knyaz
Full Text Available The quality and condition of a road surface is of great importance for convenience and safety of driving. So the investigations of the behaviour of road materials in laboratory conditions and monitoring of existing roads are widely fulfilled for controlling a geometric parameters and detecting defects in the road surface. Photogrammetry as accurate non-contact measuring method provides powerful means for solving different tasks in road surface reconstruction and analysis. The range of dimensions concerned in road surface analysis can have great variation from tenths of millimetre to hundreds meters and more. So a set of techniques is needed to meet all requirements of road parameters estimation. Two photogrammetric techniques for road surface analysis are presented: for accurate measuring of road pavement and for road surface reconstruction based on imagery obtained from unmanned aerial vehicle. The first technique uses photogrammetric system based on structured light for fast and accurate surface 3D reconstruction and it allows analysing the characteristics of road texture and monitoring the pavement behaviour. The second technique provides dense 3D model road suitable for road macro parameters estimation.
Sagar, Rajesh; Mehta, Manju; Chugh, Geetanjali
Driving on Indian roads is a stressful experience. A lacuna of research on aggressive driving experiences in the Indian set-up highlights the need to address this growing concern for individuals, society and mental health professionals. To explore and compare driving-related anger triggers and anger expression among high- and low-angry Indian drivers. Two hundred randomly chosen drivers from the city of Delhi were administered a semi-structured questionnaire intended to understand driving-related aggression. Honking, overtaking from the wrong side, loud music in other cars and hot and humid climate significantly increased the risk of experiencing anger among high-angry drivers. High-angry drivers were significantly more likely to engage in direct and aggressive expression of anger, including overtaking, verbal abuse, yelling and arguing, not giving space to other drivers, fighting, and hitting and bumping other cars in protest. Passive anger expressions such as holding grudges against other drivers and eating or drinking something to cool down were significantly more likely to be used by low-angry drivers. Drivers who are high on anger have a significantly higher risk of experiencing anger triggered by a variety of individual and environmental factors on Indian roads and are more susceptible to engage in aggressive driving behaviour.
Tournier, Charlène; Charnay, Pierrette; Tardy, Hélène; Chossegros, Laetitia; Carnis, Laurent; Hours, Martine
The aim of the present study was to describe the consequences of a road accident in adults, taking account of the type of road user, and to determine predictive factors for consequences at 2 years. Prospective follow-up study. The cohort was composed of 1168 victims of road traffic accidents, aged ≥16 years. Two years after the accident, 912 victims completed a self-administered questionnaire. Weighted logistic regression models were implemented to compare casualties still reporting impact related to the accident versus those reporting no residual impact. Five outcomes were analysed: unrecovered health status, impact on occupation or studies, on familial or affective life, on leisure or sport activities and but also the financial difficulties related to the accident. 46.1% of respondents were motorised four-wheel users, 29.6% motorised two-wheel (including quad) users, 13.3% pedestrians (including inline skate and push scooter users) and 11.1% cyclists. 53.3% reported unrecovered health status, 32.0% persisting impact on occupation or studies, 25.2% on familial or affective life, 46.9% on leisure or sport activities and 20.2% still had accident-related financial difficulties. Type of user, adjusted on age and gender, was linked to unrecovered health status and to impact on leisure or sport activities. When global severity (as measured by NISS) was integrated in the previous model, type of user was also associated with impact on occupation or studies. Type of user was further associated with impact on occupation or studies and on leisure or sport activities when global severity and the sociodemographic data obtained at inclusion were taken into account. It was not, however, related to any of the outcomes studied here, when the models focused on the injured body region. Finally, type of road user did not seem, on the various predictive models, to be related to financial difficulties due to the accident or to impact on familial or affective life. Overall, victims
Вікторія Василівна ІГНАТЮК
Full Text Available The paper discusses the model and algorithm optimization program of road repair works, with limited funds. Features introduction program for calculating rational level detection repair costs for the period of the program, which allows dos evolve a desired operating condition of the pavement.
Master complex C++ programming with this helpful, in-depth resource From game programming to major commercial software applications, C++ is the language of choice. It is also one of the most difficult programming languages to master. While most competing books are geared toward beginners, Professional C++, Third Edition, shows experienced developers how to master the latest release of C++, explaining little known features with detailed code examples users can plug into their own codes. More advanced language features and programming techniques are presented in this newest edition of the book,
Yoon, Jin Hee; Hartline, Beverly Karplus; Milner-Bolotin, Marina
The three sessions of the professional development workshop series were each designed for a different audience. The purpose of the first session was to help mid-career physicists aspire for and achieve leadership roles. The second session brought together students, postdoctoral fellows, and early-career physicists to help them plan their career goals and navigate the steps important to launching a successful career. The final session sought to increase awareness of the results of physics education research, and how to use them to help students-especially women-learn physics better. The presentations and discussions were valuable for both female and male physicists.
Gerhard Smekal, Serge P. von Duvillard, Maximilian Hörmandinger, Roland Moll, Mario Heller, Rochus Pokan, David W. Bacharach, Linda M. LeMura, Paul Arciero
Full Text Available The purpose of the study was to measure the demands of off-road cycling via portable spirometry, leg-power output (PO, heart rate (HR and blood lactate (BLa concentration. Twenty-four male competitive cyclists (age: 29±7.2 yrs, height: 1.79 ± 0.05 m, body mass: 70.0 ± 4.9 kg, VO2peak: 64.9 ± 7.5 ml·kg-1·min-1 performed simulated mountain bike competitions (COMP and laboratory tests (LabT. From LabT, we determined maximal workload and first and second ventilatory thresholds (VT1, VT2. A high-performance athlete (HPA was used for comparison with three groups of subjects with different sport-specific performance levels. Load profiles of COMP were also investigated during uphill, flat and downhill cycling. During the COMP, athletes achieved a mean oxygen uptake (VO2COMP of 57.0 ± 6.8 ml·kg-1·min-1 vs. 71.1 ml·kg-1·min-1 for the HPA. The POCOMP was 2.66±0.43 W·kg-1 and 3.52 W·kg-1 for the HPA. POCOMP, VO2COMP and HRCOMP were compared to corresponding variables at the VT2 of LabT. LabT variables correlated with racing time (RTCOMP and POCOMP (p < 0.01 to <0.001; r-0.59 to -0.80. The VO2peak (LabT accounted for 65% of variance of a single COMP test. VO2COMP, POCOMP and also endurance variables measured from LabTs were found as important determinants for cross-country performance. The high average VO2COMP indicates that a high aerobic capacity is a prerequisite for successful COMP. Findings derived from respiratory gas measures during COMPs might be useful when designing mountain bike specific training.
Seznec, J-C; Lépine, J-P; Pélissolo, A
The high-standard sport practice requires an optimum functioning level of the individual in all its physiological systems as a whole. If the physical program training progressed much these last years, the techniques of mental preparations are still very heterogeneous and are not based on any validated procedures, based only on individual practices. Nevertheless, the majority of athletes and trainers stress the major importance of "mental" in the realization of performances. One of the obstacles in the mental training of the athletes is the difficulty in finding tools making it possible to evaluate and measure the psychic state of the individual and its mode of coping and adjustment, apart from any psychopathology. Few studies have been carried out on applicability of the personality questionnaires derived from the current dimensional models in these populations. Our study aimed to describe the personality of the members of the french junior team of road cycling, using the Temperament and Character Inventory (TCI) developed by Cloninger to explore the seven dimensions of his psychobiologic model of personality. In this model, four dimensions are temperament factors, and three are character factors. The three main dimensions of temperament are Novelty Seeking (NS), ie the tendency towards excitement in response to novel or rewarding stimuli, Harm Avoidance (HA) hypothesized to represent the tendency to respond intensely to signals of adverse stimuli, and Reward Dependence reflecting the tendency to respond intensely to signals of reward and to maintain behavior previously associated with reward. These personality traits are hypothetically related to underlying neurotransmitter systems (especially NS to dopaminergic function and HA to serotonergic function). The two main dimensions of character are Self-Directedness (SD) and Cooperativeness (C), measuring maturity traits respectively concerning individual and social adaptation. In this study, we used a computerized
Briellmann, Thomas A; Sigrist, Thomas; Augsburger, Marc; Favrat, Bernard; Oestreich, Andrea; Deom, André
Swiss laboratories performing toxicological road traffic analyses have been authorized for many years by the Swiss Federal Roads Office (FEDRO). In 2003 FEDRO signed a contract with the Swiss Society of Legal Medicine (SSLM) to organize the complete quality management concerning road traffic analyses. For this purpose a multidisciplinary working group was established under the name of "road traffic commission (RTC)". RTC has to organize external quality control, to interpret the results of these controls, to perform audits in the laboratories and to report all results to FEDRO. Furthermore the working group can be mandated for special tasks by FEDRO. As an independent organization the Swiss Center for Quality Control (CSCQ) in Geneva manages the external quality controls in the laboratory over the past years. All tested drugs and psychoactive substances are listed in a federal instruction. The so-called 'zero tolerance substances' (THC, morphine, cocaine, amphetamine, methamphetamine, MDMA and MDEA) and their metabolites have to be tested once a year, all other substances (benzodiazepines, zolpidem, phenobarbital, etc.) periodically. Results over the last years show that all laboratories are generally within the confidence interval of +/-30% of the mean value. In cases of non-conformities measures have to be taken immediately and reported to the working group. External audits are performed triennially but accredited laboratories can combine this audit with the approval of the Swiss Accreditation Service (SAS). During the audits a special checklist filled in by the laboratory director is assessed. Non-conformities have to be corrected. During the process of establishing a new legislation, RTC had an opportunity of advising FEDRO. In collaboration with FEDRO, RTC and hence SSLM can work actively on improving of quality assurance in road traffic toxicological analyses, and has an opportunity to bring its professional requests to the federal authorities.
Gonzalez, Javier T; Fuchs, Cas J; Smith, Fiona E; Thelwall, Pete E; Taylor, Roy; Stevenson, Emma J; Trenell, Michael I; Cermak, Naomi M; van Loon, Luc J C
The purpose of this study was to define the effect of glucose ingestion compared with sucrose ingestion on liver and muscle glycogen depletion during prolonged endurance-type exercise. Fourteen cyclists completed two 3-h bouts of cycling at 50% of peak power output while ingesting either glucose or sucrose at a rate of 1.7 g/min (102 g/h). Four cyclists performed an additional third test for reference in which only water was consumed. We employed (13)C magnetic resonance spectroscopy to determine liver and muscle glycogen concentrations before and after exercise. Expired breath was sampled during exercise to estimate whole body substrate use. After glucose and sucrose ingestion, liver glycogen levels did not show a significant decline after exercise (from 325 ± 168 to 345 ± 205 and 321 ± 177 to 348 ± 170 mmol/l, respectively; P > 0.05), with no differences between treatments. Muscle glycogen concentrations declined (from 101 ± 49 to 60 ± 34 and 114 ± 48 to 67 ± 34 mmol/l, respectively; P glycogen concentrations declined during exercise when only water was ingested. Both glucose and sucrose ingestion prevent liver glycogen depletion during prolonged endurance-type exercise. Sucrose ingestion does not preserve liver glycogen concentrations more than glucose ingestion. However, sucrose ingestion does increase whole body carbohydrate utilization compared with glucose ingestion. This trial was registered at https://www.clinicaltrials.gov as NCT02110836. Copyright © 2015 the American Physiological Society.
drivers involved in road traffic collisions (RTC) were using mobile phones. Our study supports ... while driving. Keywords: Distraction, prevention, road traffic collision, mobile phone. ..... keeps us connected with others with great advantages.
This manual was developed with a major emphasis on the maintenance of gravel roads, including some basic design elements. The purpose of the manual is to provide clear and helpful information for doing a better job of maintaining gravel roads.
Vermont Center for Geographic Information — (Link to Metadata) EmergencyE911_RDS was originally derived from RDSnn (now called TransRoad_RDS). "Zero-length ranges" in the ROADS layer pertain to grand-fathered...
This report presents an overview of reported road traffic crashes in Queensland during : 2004 in the context of the previous five years based on data contained in the Queensland : Road Crash Information System maintained by the Department of Transpor...
Millennium Challenge Corporation — The evaluation of the Transport Project and Farm to Market Roads Activity aimed to answer whether or not improved conditions throughout the road network: • Lowered...
Minnesota Department of Natural Resources — Roads administered by the Commissioner of Natural Resources to provide access to lands administered by the Division of Forestry. These roads are generally open to...
Imtiaz Hussain; Jawaid Daudpoto; Ali Asghar Memon
The main objective of suspension system is to reduce the motions of the vehicle body with respect to road disturbances. The conventional suspension systems in road vehicles use passive elements such as springs and dampers to suppress the vibrations induced by the irregularities in the road. But these conventional suspension systems can suppress vibrations to a certain limit. This paper presents a novel idea to improve the ride quality of roads vehicles without compromising vehicle?s stability...
Full Text Available Trismus due to trauma usually follows road accidents leading to massive faciomaxillary injury. In the literature there is no report of a foreign body causing trismus following a road accident, this rare case is an exception. We present a case of isolated presentation of trismus following a road accident. This case report stresses on the thorough evaluation of patients presenting with trismus following a road accident.
Hessberg, Philipp von; Jørgensen, Michael Søgaard
This report descripes the extent of use of salt on roads in Denmark and the environmental consequences of this. Alternative strategies for reducing the risk of greasy roads and different ways of alleviating the vegetation are also discussed.The different consequences for the environment...... that this report discusses are:- The ground water.- Lakes and streams.- Plants and trees along roads.The consequences for the economy through usage of salt on roads has not been carried out....
Bekke, Dirk; Wijnant, Ysbrand H.; Weegerink, Thijs; de Boer, Andries
It is widely known that road traffic noise has negative influences on human health. Hence, as tire-road noise is considered to be the most dominant cause of road traffic noise above 30-50 km/h, a lot of research is performed by the two involving industries: road authorities/manufacturers and tire
Luiten, G.T.; Bõhms, H.M.; Nederveen, S. van; Bektas, E.
A great challenge for road authorities is to improve the effectiveness and efficiency of their core processes by improving data exchange and sharing using new technologies such as building information modeling (BIM). BIM has already been successfully implemented in other sectors, such as
Jensen, Steen Solvang; Ketzel, Matthias; Andersen, Mikael Skou
Rapporten bidrager til at styrke det faglige grundlag for at kunne reducere luftforureningens konsekvenser for folkesundheden igennem den måde som prisstrukturen for road pricing indrettes på. Der er gennemført en analyse af, hvordan prisstrukturen kan differentieres i sted og tid, således...
The functional, technical and visual requirements for public lighting are discussed. The improvement of the presentation of information to the road user is the main functional requirement. The visual requirements can be deduced from the functional requirement of enabling drivers to follow the
Twisk, D A M; Platteel, S; Lovegrove, G R
Pedelecs, popular among elderly cyclists, are associated with a higher injury risk than conventional bicycles. About 17% of these injuries are due to falls while (dis)mounting. Using instrumented bicycles, this study aimed to identify factors contributing to the stability of self-chosen mounting methods in four user groups: 30-45 versus 65+ years of age and males versus females. Mounting stability on pedelecs was compared with that on conventional bicycles, in controlled experimental setting (task in a fenced off parking lot) but also in real traffic conditions (traffic light turns green). Two mounting phases were differentiated: phase 1 as the transition from 'earth bound' to 'balance' and phase 2 as the acceleration to achieve harmonized cycling. Stability was operationalised in terms of the duration of these phases: the shorter their duration, the higher the stability. Pedelecs were shown to be less stable in phase 1 than conventional bicycles, irrespective of user group. For all user groups, only in phase 2 the advantages of electrical support kicked in. Results obtained in traffic conditions confirmed the patterns obtained in the controlled setting, with as only difference a lower speed in traffic conditions, which held for both mounting phases and bicycle types. Also measures of physical limitations due to low muscle strength were shown only to be compensated for by pedal support in phase 2 and not in phase 1. Further, mounting characteristics affected pedelec stability in phase 1 and not in phase 2. Higher stability was associated with a) starting while seated and b) using the pedal to push off. Although, these mounting characteristics were confounded with age, gender, and muscle strength, the pattern of results still suggest certain mounting techniques to be more beneficial for pedelecs. The results further illustrate the importance of a deeper understanding of the interactions of bicycle types and user groups on critical manoeuvres and their potential
Full Text Available The objectives of this study were: a to determine, in a cross-sectional manner, the effect of aerobic training on the peak oxygen uptake (O2peak, the intensity at O2peak (IO2peak and the anaerobic threshold (AnT during running and cycling; and b to verify if the transference of the training effects are dependent on the analized type of exercise or physiological index. Eleven untrained males (UN, nine endurance cyclists (EC, seven endurance runners (ER, and nine triathletes (TR were submitted, on separate days, to incremental tests until voluntary exhaustion on a mechanical braked cycle ergometer and on a treadmill. The values of O2peak (ml.kg-1.min-1 obtained in running and cycle ergometer (ER = 68.8 ± 6.3 and 62.0 ± 5.0; EC = 60.5 ± 8.0 and 67.6 ± 7.6; TR = 64.5 ± 4.8 and 61.0 ± 4.1; UN = 43.5 ± 7.0 and 36.7 ± 5.6; respectively were higher in the group that presented specific training in the modality. The UN group presented the lower values of O2peak, regardless of the type of exercise. This same behavior was observed for the AnT (ml.kg-1.min-1 determined in running and cycle ergometer (ER = 56.8 ± 6.9 and 44.8 ± 5.7; EC = 51.2 ± 5.2 and 57.6 ± 7.1; TR = 56.5 ± 5.1 and 49.0 ± 4.8; UN = 33.2 ± 4.2 and 22.6 ± 3.7; respectively. It can be concluded that the transference of the training effects seems to be only partial, independently of the index (O2peak, IO2peak or AnT or exercise type (running or cycling. In relation to the indices, the specificity of training seems to be less present in the O2peak than in the IO2peak and the AnT.
Crash data in Kentucky show that the fatal crash rate on two-lane rural roads is substantially higher than on any other type of road. Improvements have been proposed at some locations on this type of road which involve either upgrading the existing t...
Matthew Thompson; John Sessions; Kevin Boston; Arne Skaugset; David Tomberlin
Forest roads are associated with accelerated erosion and can be a major source of sediment delivery to streams, which can degrade aquatic habitat. Controlling road-related erosion therefore remains an important issue for forest stewardship. Managers are faced with the task to develop efficient road management strategies to achieve conflicting environmental and economic...
Division of Roads
Full Text Available The purpose of this manual is to provide guidelines on the upgrading of gravel low volume roads to roads and maintenance personnel of road authorities of all sizes. Low volume is, for the purpose of this document, defined to be less than 500...
... 49 Transportation 5 2010-10-01 2010-10-01 false Road test. 391.31 Section 391.31 Transportation... COMBINATION VEHICLE (LCV) DRIVER INSTRUCTORS Tests § 391.31 Road test. (a) Except as provided in subpart G, a person shall not drive a commercial motor vehicle unless he/she has first successfully completed a road...
Čabarkapa Milenko R.
Full Text Available Road safety management controlling means the process of finding out the information whether the road safety is improving in a measure to achieve the objectives. The process of control consists of three basic elements: definition of performances and standards, measurement of current performances and comparison with the set standards, and improvement of current performances, if they deviate from the set standards. The performance standards of road safety management system are focused on a performances measurement, in terms of their design and characteristics, in order to support the performances improvement of road safety system and thus, ultimately, improve the road safety. Defining the performance standards of road safety management system, except that determines the design of the system for performances measurement, directly sets requirements whose fulfillment will produce a road safety improvement. The road safety management system, based on the performance standards of road safety, with a focus on results, will produce the continuous improvement of road safety, achieving the long-term 'vision zero', the philosophy of road safety, that human life and health take priority over mobility and other traffic objectives of the road traffic.
Zouch, M.; Courage, W.; Napoles-Morales, O.
We present a framework for road network management to assist road authorities in maintenance budget estimations and long-term maintenance strategies definition. Information about road conditions is obtained from monitoring. Available data are used to estimate and update prediction of degradation
The behaviour of road users is an important factor in accident causation. Traffic psychology, defined as ''the study of the behaviour of road users and the psychological processes underlying that behaviour'', attempts to identify the determinants of road user behaviour with the aim of developing
... 24 Housing and Urban Development 5 2010-04-01 2010-04-01 false Roads. 1710.210 Section 1710.210... (INTERSTATE LAND SALES REGISTRATION PROGRAM) LAND REGISTRATION Reporting Requirements § 1710.210 Roads. (a) State the estimated cost to the developer of the proposed road system. (b) If the developer is to...
... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Roads. 151.89 Section 151.89 Aeronautics... AID TO AIRPORTS Project Programming Standards § 151.89 Roads. (a) Federal-aid Airport Program funds may not be used to resolve highway problems. Only those airport entrance roads that are definitely...
... 24 Housing and Urban Development 5 2010-04-01 2010-04-01 false Roads. 1710.110 Section 1710.110... (INTERSTATE LAND SALES REGISTRATION PROGRAM) LAND REGISTRATION Reporting Requirements § 1710.110 Roads. (a) Access to the subdivision. (1) Is access to the subdivision provided by public or private roads? What...
The European Union (EU) is important for national road safety policies. The EU has several policymaking instruments, such as binding regulations and directives, and non-binding recommendations. An important element in the EU policy plans on road safety are the non-binding European road safety
William J. Elliot; Mark Ballerini; David Hall
Mass failure is one of the most common failures of low-volume roads in mountainous terrain. Current methods for evaluating stability of these roads require a geotechnical specialist. A stability analysis program, XSTABL, was used to estimate the stability of 3,696 combinations of road geometry, soil, and groundwater conditions. A sensitivity analysis was carried out to...
Madsen, Tanja; Christensen, Mads; Sloth Andersen, Camilla; Varhelyi, Andras; Laureshyn, Aliaksei; Moeslund, Thomas; Lahrmann, Harry
Naturalistic studies can potentially be used to detect accidents of vulnerable road users and thus overcome the large degree of under-reporting in the official accident records. In this study, simulated cycling and walking accidents were performed by a stuntman and with a crash test dummy to test how they differ from each other and the potential implications of using simulated accidents as an alternative to real accidents. The study consisted of simulations of common accident types for cyclis...
Madsen, Tanja Kidholm Osmann; Christensen, Mads Bock; Andersen, Camilla Sloth; Várhelyi, András; Laureshyn, Aliaksei; Moeslund, Thomas B.; Lahrmann, Harry Spaabæk
Naturalistic studies can potentially be used to detect accidents of vulnerable road users and thus overcome the large degree of under-reporting in the official accident records. In this study, simulated cycling and walking accidents were performed by a stunt man and with a crash test dummy to test how they differ from each other and the potential implications of using simulated accidents as an alternative to real accidents. The study consisted of simulations of common accident types for cycli...
Professional socialisation refers to the acquisition of values, attitudes, skills and knowledge pertaining to a profession. This article reviews the definition and conceptualisation of professional socialisation through anticipatory and formal professional socialisation processes. It describes the core elements of professional ...
Photometric characteristics of road surfaces are dealt with. Representation of reflection properties in public lighting; quality criteria of road lighting installations; classification of road surfaces; the relation between reflection characteristics and other properties of road pavements in public
Loo, Becky P. Y.; Anderson, Tessa Kate
Spatial Analysis Methods of Road Traffic Collisions centers on the geographical nature of road crashes, and uses spatial methods to provide a greater understanding of the patterns and processes that cause them. Written by internationally known experts in the field of transport geography, the book...... outlines the key issues in identifying hazardous road locations (HRLs), considers current approaches used for reducing and preventing road traffic collisions, and outlines a strategy for improved road safety. The book covers spatial accuracy, validation, and other statistical issues, as well as link...
Davies, Bob; Lienhart, Rainer
The 2005 DARPA Grand Challenge is a 132 mile race through the desert with autonomous robotic vehicles. Lasers mounted on the car roof provide a map of the road up to 20 meters ahead of the car but the car needs to see further in order to go fast enough to win the race. Computer vision can extend that map of the road ahead but desert road is notoriously similar to the surrounding desert. The CART algorithm (Classification and Regression Trees) provided a machine learning boost to find road while at the same time measuring when that road could not be distinguished from surrounding desert.
Full Text Available The article presents a proposal of the ‘GAMBIT KUJAWSKO-POMORSKI’ Road Safety Improvement Programme. The main idea of the Programme is to establish and initiate systems that will be responsible for the most important areas of activity within road safety, including road safety control, supervision, and management systems in the whole Voivodeship. In total, the creation and start of nine such systems has been proposed, namely: the Road Safety Management, the Integrated Road Rescue Service, the Personnel Continuing Education, the Hazardous Road Behaviour Monitoring, the Social Education for Safe Behaviour on Road, the Teaching Personnel Improvement, the Area Development and Planning Process Improvement, the Road Infrastructure Design Quality Improvement, and the Road and Traffic Management Process Efficiency Improvement. The basic aim of each system has been discussed as well as the most important tasks implemented as its part. The Road Safety Improvement Programme for the Kujawsko-Pomorskie Voivodeship presented in this article is a part of the National Road Safety Programme 2013-2020. Moreover, it is not only an original programme in Poland, but also a universal project that may be adapted for other voivodeships as well.
Full Text Available More than 1,24 million people die each year on the worlds roads and between 20 to 50 million suffer from nonfatal injuries. The UN Road Safety Collaboration Meetings under the leadership of WHO developed the Programme for the Decade of Actions for road safety taking nations into the responsibility of improving their accident figures by the five pillars of a national Road Safety Policy, safer Roads, safer Vehicles, safer Road Users and Post Crash Care. It is this Safe System Approach that takes into consideration the land use, infrastructure and transport planning, road user’s abilities and limitations and the close cooperation of all governmental and none governmental stakeholders involved.
Mackie, Hamish W; Charlton, Samuel G; Baas, Peter H; Villasenor, Pablo C
The self-explaining roads (SER) approach uses road designs that evoke correct expectations and driving behaviours from road users to create a safe and user-friendly road network. Following the implementation of an SER process and retrofitting of local and collector roads in a suburb within Auckland City, lower speeds on local roads and less variation in speed on both local and collector roads were achieved, along with a closer match between actual and perceived safe speeds. Preliminary analyses of crash data shows that the project has resulted in a 30% reduction crash numbers and an 86% reduction in crash costs per annum, since the road changes were completed. In order to further understand the outcomes from this project, a study was carried out to measure the effects of the SER intervention on the activity and behaviour of all road users. Video was collected over nine separate days, at nine different locations, both before and after SER construction. Road user behaviour categories were developed for all potential road users at different location types and then used to code the video data. Following SER construction, on local roads there was a relatively higher proportion of pedestrians, less uniformity in vehicle lane keeping and less indicating by motorists along with less through traffic, reflecting a more informal/low speed local road environment. Pedestrians were less constrained on local roads following SER construction, possibly reflecting a perceptually safer and more user-friendly environment. These behaviours were not generally evident on collector roads, a trend also shown by the previous study of speed changes. Given that one of the objectives of SER is to match road user behaviour with functionally different road categories, the road user behaviour differences demonstrated on different road types within the SER trial area provides further reinforcement of a successful SER trial. Copyright © 2012 Elsevier Ltd. All rights reserved.
Full Text Available This project deals with the Design of overhead-roadway located at CHALLENGE junction which is a T-junction. Analysis of the existing conditions was carried out to proffers solution to the cause of the problems occurring due to the vehicle competing for space at this intersection. Before carrying out the analysis a traffic surveys at peak hours for morning 0730 to 0830 am and afternoon 0300 to 0400 pm were conducted using 15 minutes interval. From the analysis it was found out that the peak hour factor and flow rate was 0.88 and 1656pcphpl respectively corresponding to LOS E. This implies that the capacity of the existing road is no longer able to accommodate the traffic flow hence overhead roadway was introduced to improve the efficiency of the intersection. The overhead-roadway is of 140 m length with 7 spans 20 m per span. It consists of a deck slab longitudinal girders cross girders deck beam pier foundation and retailing wall. All structural parts for this Flyover were designed using Staad professional software package and Manual method.
Morales, Alejandro; González-Aguilera, Diego; López, Alfonso I; Gutiérrez, Miguel A
This article develops and validates a new methodology and tool for rescue assistance in traffic accidents, with the aim of improving its efficiency and safety in the evacuation of people, reducing the number of victims in road accidents. Different tests supported by professionals and experts have been designed under different circumstances and with different categories of damaged vehicles coming from real accidents and simulated trapped victims in order to calibrate and refine the proposed methodology and tool. To validate this new approach, a tool called App_Rescue has been developed. This tool is based on the use of a computer system that allows an efficient access to the technical information of the vehicle and sanitary information of the common passengers. The time spent during rescue using the standard protocol and the proposed method was compared. This rescue assistance system allows us to make vital information accessible in posttrauma care services, improving the effectiveness of interventions by the emergency services, reducing the rescue time and therefore minimizing the consequences involved and the number of victims. This could often mean saving lives. In the different simulated rescue operations, the rescue time has been reduced an average of 14%.
British Columbia's vast network of resource roads are considered to be amongst the most dangerous, high-risk workplaces in the province. Resource roads, also known as industrial roads, forest service roads, or petroleum development roads, present several unique safety challenges as workplaces. They are built for the purpose of access, egress and transport of materials, resources, equipment and people. However, the lack the same diligence of enforcement and a consistent design, construction, maintenance and standard for use as public highways or municipal roads. There are also safety challenges related to public use of resource roads. This report presented a project, called ResourceRoads by WorkSafe BC that focused on the organization and implementation of a management structure that would provide a system of coordination and a process of compliance for the users of the defined road systems. The project was based on information gathered in two forest districts of Prince George and the South Peace Forest Districts. A committee consisting of the actual owner of the road and other users was formed. The report presented a history of British Columbia's resource road system, and discussed resource roads as industrial workplaces and worksites, as well as resource road fatality statistics. The demonstration project was outlined in terms of project leadership; scope; strategic objectives; project purpose; performance objectives; project communication; demonstration areas; and project stages. Project fundamentals and project findings were also presented along with recommendations and responses to the Auditor General report and the Forest Safety Ombudsman report. It was concluded that potential uses of new technologies for resource road vehicles should be reviewed. tabs., figs.
Stanojević Dragana Z.
Full Text Available Job stress is a line, for the person at work hired adverse physiological, psychological and behavioral reactions to situations in which job requirements are not in accordance with its capabilities, abilities and needs. Sources of stress at work are numerous. Personal factors: personality types have been most studied so far, environmental changes and demographic characteristics as well. Interpersonal stress inducing factors act and influence to the occurrence of many psychosomatic diseases. Psychosocial climate and relationships which are prevented or encouraged such as: cooperation and competition, trust and suspicion certainly affect to the appearance of professional stress. The way of leadership is very important. Organizational factors are the type of work, work time, noncompliance of the job, the introduction of new ethnologies, the conflict of personal roles, fear of job loss, bad physical conditions of working environment. The consequences of stress at work are numerous: at the cognitive level, the emotional level, the production plan, the health, plan reduces the immune system that cause a variety of psychosomatic illnesses and accidents at work.
Most medical photographers, unless working as dedicated ophthalmic photographers or retinal screeners, will shoot portraits or publicity pictures. Many will spend a proportion of their time producing brochure shots for patient information material or their Trust's Annual Report. High-quality images of staff at work are often required by the strategic planning departments of Trusts to support bids for business from service commissioners. This "non-clinical" work is in reality commercial work - the jobs that high street portrait and general practice photographers would undertake in different settings. Medical photographers use many of the same tools as their commercial cousins. They use the same DSLR cameras and lenses. They use Adobe Photoshop to manipulate images. However, one software tool extensively used by portrait and social photographers, but possibly unfamiliar to many medical photographers, is Portrait Professional. Currently in its 10th version, it is produced by Anthropics Technology ( http://www.anthropics.com ), a London-based company specialising in image manipulation software.
This biological survey was performed to document the summer flora and fauna found along the haul road constructed as part of the remedial action for the quarry bulk waste. State and Federal species listed as threatened or endangered were noted if encountered while surveying. Sampling locations were equally spaced along the quarry haul road, and a survey for vegetation and birds conducted at each location. Bird observations were conducted as breeding bird surveys once in June of 1991, and again in June of 1992. Each year's survey includes two observations in the early morning and one late in the evening. Vegetation surveys were conducted in 1991 using quadrants and transects. mammal, reptile, and amphibian sightings were noted as encountered
Ziyatdinov, R. R.; Shigabiev, R. R.; Talipov, D. N.
Development of the automated road marking recognition systems in existing and future vehicles control systems is an urgent task. One way to implement such systems is the use of neural networks. To test the possibility of using neural network software has been developed with the use of a single-layer perceptron. The resulting system based on neural network has successfully coped with the task both when driving in the daytime and at night.
Andrey I. Litvinov
Full Text Available Recently in mass media we can find the idea about a new Silk Road or the concept of "Silk Road Economic Belt" which has been formulated by the Chinese PresidentXi Jinping on September 7,2013, during his official visit to Kazakhstan. This project is not only the creation of a transport, power and trade corridor, and also the project which will promote development of tourism in the region and to strengthening of cultural exchanges of China with the countries of Central Asia, it also includes construction of a network of high-speed fiber-optical networks. The economic strip of the Silk Road will begin in China and pass across the Central and the Southern Asia, part of branches across the territory of the Russian Federation and to leave to Europe. This international investment project assumes creation of a continental transport way. For implementation of overland part of "A great Silk Road is a three railway corridors (northern, central have to be constructed and southern They have form a basis for development of other means of transport, including automobile subsequently. Construction of these three railway corridors acts as the most important and necessary stage of implementation of the project. The government of China declares that creation of an economic belt of the Silk way is a revival of once prospering trade-transport and cultural corridor from Asia to Europe which will promote activization of a friendly exchange between the people of the different countries. Further all this has to connect trade and economic space of Europe and Asia in a whole that has to serve implementation of deeper economic cooperation, between the countries participating in him, to increase in a trade turnover and expansion of scientific and technical exchanges between them.
Goodenough, John B; Braga, M Helena
The dependence of modern society on the energy stored in a fossil fuel is not sustainable. An immediate challenge is to eliminate the polluting gases emitted from the roads of the world by replacing road vehicles powered by the internal combustion engine with those powered by rechargeable batteries. These batteries must be safe and competitive in cost, performance, driving range between charges, and convenience. The competitive performance of an electric car has been demonstrated, but the cost of fabrication, management to ensure safety, and a short cycle life have prevented large-scale penetration of the all-electric road vehicle into the market. Low-cost, safe all-solid-state cells from which dendrite-free alkali-metal anodes can be plated are now available; they have an operating temperature range from -20 °C to 80 °C and they permit the design of novel high-capacity, high-voltage cathodes providing fast charge/discharge rates. Scale-up to large multicell batteries is feasible.
Léger, Damien; Massuel, Marie-Anne; Metlaine, Arnaud
Insomnia is a highly prevalent disorder that affects daytime functioning, behavior, and quality of life. Several reports have shown that insomnia impacts on the workforce and is associated with an increased risk of absenteeism. However, few workplace studies have been performed. Our study attempted to evaluate the professional correlates of insomnia by comparing a group of workers with insomnia to a matched group of good sleepers. The main objective measure was absenteeism. Accidents, self-esteem at work, job satisfaction, and efficiency at work were also investigated. Pairs of workers with insomnia (according to the Diagnostic and Statistical Manual of Mental Disorders, Fourth Edition definition) and good sleepers, matched by age, sex, and occupational status, were interviewed by their occupational physician and also answered a self-administered questionnaire on work-related criteria. Objective data on absenteeism (number of days absent from work) were provided by the employers' health resource databases. Paris and the Ile de France region (France). Seven hundred eighty-five subjects completed the questionnaire. We retained 369 pair (ie, 738 subjects) for analysis. Insomniacs missed work twice as often as good sleepers. The difference between insomniacs and good sleepers in terms of absenteeism was particularly high for blue-collar workers (odds ratio = 3.0) and men (odds ratio = 2.31). Insomniacs had also a higher accident rate while driving and, strikingly, a 3-fold greater risk of having 2 or 3 serious road accidents. They also reported poor self-esteem at work, less job satisfaction, and less efficiency at work, compared with good sleepers. Our study found an objective increase in absenteeism in insomniacs compared with good sleepers.
Bekke, Dirk; Wijnant, Ysbrand H.; Weegerink, Thijs; de Boer, Andries
It is widely known that road traffic noise has negative influences on human health. Hence, as tire-road noise is considered to be the most dominant cause of road traffic noise above 30-50 km/h, a lot of research is performed by the two involving industries: road authorities/manufacturers and tire manufacturers. Usually, the parameters influencing exterior tire-road noise are often examined separately, whereas it is the tire-road interaction which obviously causes the actual noise. An integral...
Toyfur, Mona Foralisa; Pribadi, Krishna S.
Road networks in Indonesia consist of 446,000 km of national, provincial and local roads as well as toll highways. Indonesia is one of countries that exposed to various natural hazards, such as earthquakes, floods, landslides, etc. Within the Indonesian archipelago, several global tectonic plates interact, such as the Indo-Australian, Pacific, Eurasian, resulting in a complex geological setting, characterized by the existence of seismically active faults and subduction zones and a chain of more than one hundred active volcanoes. Roads in Indonesia are vital infrastructure needed for people and goods movement, thus supporting community life and economic activities, including promoting regional economic development. Road damages and losses due to earthquakes have not been studied widely, whereas road disruption caused enormous economic damage. The aim of this research is to develop a method to analyse risk caused by seismic hazard to roads. The seismic risk level of road segment is defined using an earthquake risk index, adopting the method of Earthquake Disaster Risk Index model developed by Davidson (1997). Using this method, road segments' risk level can be defined and compared, and road risk map can be developed as a tool for prioritizing risk mitigation programs for road networks in Indonesia.
M Mostafa Hassan
Full Text Available In Africa, roads are the dominant mode of passenger and freight transport, for which the need is growing rapidly. It is noticeable that most of the African countries do not do enough to ensure the sustainability of road infrastructure as it has been widely reported that roads are affected, to varying degrees, by premature deterioration. Most of the African countries have adopted institutional reforms, notably entailing the creation of road funds and road agencies, and made significant progress on road maintenance. However, many challenges remain to be addressed in all of them to ensure appropriate maintenance. Although spending on road maintenance has increased over time in all African countries it remains insufficient to cover the needs. Poorly maintained roads constrain mobility, significantly raise vehicle operating costs, increase accident rates and their associated human and property costs, and aggravate isolation, poverty, poor health, and illiteracy in rural communities. This paper focuses, in particular, on road maintenance in some African countries considering types of road maintenance and the different approaches aiming at a comparison to reflect on similarities and differences.
Logan, A.S.; Seedsman, R.W. [Coffey Partners International Pty. Ltd. (Australia)
Good roads are essential in moving men and materials to and from the underground workplace. An underground coal industry funded project was recently completed on underground mine road construction and maintenance. This paper discusses practical approaches to construction and maintenance of underground mine roads using transferable civil technologies and innovative techniques. Mine pavements are generally low-cost (relative to civil roads), constructed to varying standards using locally available materials to best meet the mobility needs of the mine. Performance of pavements is thus largely dependent on the environmental conditions, quality of the available road making materials, maintenance policies and available resources. This paper explains the causes of bad roads in various underground environments. It details available management strategies, construction and water control techniques, road maintenance and vehicle considerations. It concludes that the trend to larger rubber tires mining equipment needs to be matched with construction and maintenance of high quality road surfaces. For large operations, the total cost due to poor roads may equate to in excess of $A1 million per annum. The strategies outlined in this paper provide the basis for construction and maintenance of underground mine roads to help achieve desired production targets. (author). 2 tabs., 4 figs., 7 refs.
M, Mostafa Hassan
In Africa, roads are the dominant mode of passenger and freight transport, for which the need is growing rapidly. It is noticeable that most of the African countries do not do enough to ensure the sustainability of road infrastructure as it has been widely reported that roads are affected, to varying degrees, by premature deterioration. Most of the African countries have adopted institutional reforms, notably entailing the creation of road funds and road agencies, and made significant progress on road maintenance. However, many challenges remain to be addressed in all of them to ensure appropriate maintenance. Although spending on road maintenance has increased over time in all African countries it remains insufficient to cover the needs. Poorly maintained roads constrain mobility, significantly raise vehicle operating costs, increase accident rates and their associated human and property costs, and aggravate isolation, poverty, poor health, and illiteracy in rural communities. This paper focuses, in particular, on road maintenance in some African countries considering types of road maintenance and the different approaches aiming at a comparison to reflect on similarities and differences.
Marcinkiewicz, Andrzej; Szosland, Dorota
Road transport drivers are one of the professional groups whose activities have a strong impact on public safety. In view of the nature of their professional activity, the drivers are at a higher risk of obesity and hypertension, and thus, indirectly, of carbohydrate metabolism disorders such as diabetes mellitus. Medical documentation was a source of data for the reported study. It derived from medical examinations of truck and bus drivers applying for the new category II driving licence or for prolongation of the one they already had. Excessive body weight was recorded in 62.6% of the study population; 45.3% had overweight and 17.4% were diagnosed with obesity. Hypertension was noted in the medical records of 36.7% drivers. The prevalence of abnormal BP values was increasing with age. Overweight was found to be a risk factor for hypertension. Hyperglycaemia was found in 47.5% of the drivers and was also increasing with age. In road transport drivers, the high prevalence of excessive body weight and elevated arterial blood pressure as the risk factors for diabetes indicates a need to undertake multidimensional actions targeted on this particular profession and involving various health care sectors. Prophylactic and detailed pre-placement examinations should be considered, depending on the rate and intensity of the disorders diagnosed. This should be coupled with an introduction of primary and secondary prophylactic activities and monitoring of relevant treatment. A close collaboration with the patient's GP is necessary.
Patil, Satish G; Mullur, Lata M; Khodnapur, Jyoti P; Dhanakshirur, Gopal B; Aithala, Manjunatha R
Subjunior athletes experience mental stress due to pressure from the coach, teachers and parents for better performance. Stress, if remains for longer period and not managed appropriately can leads to negative physical, mental and cognitive impact on children. The present study was aimed to evaluate the effect of integrated yoga module on heart rate variability (HRV) measure as a stress index in subjunior cyclists. Fast furrier transform technique of frequency domain method was used for the analysis of HRV. We have found a significant increase in high frequency (HF) component by 14.64% (P activity and causes a shift in the autonomic balance towards parasympathetic dominance indicating a reduction in stress. In conclusion, yoga practice helps to reduce stress by optimizing the autonomic functions. So, it is suggested to incorporate yoga module as a regular feature to keep subjunior athletes both mentally and physically fit.
SERRE, T; PERRIN, C; CHALANDON, S; DEPRIESTER, JP; GINEYT, G; LLARI, M; DEON, J
L'objectif de ce travail est de présenter et d'illustrer une méthode générale de reconstruction d'accidents réels impliquant une automobile et un piéton ou un cycliste. Le principe général s'appuie sur la complémentarité d'une double approche, d'une part accidentologique clinique, fondée sur des Études Détaillées d'Accidents, de l'autre biomécanique, fondée sur la simulation numérique multicorps du choc. Les données accidentologiques recueillies vont tout d'abord fournir, en amont de la simul...
Char, Farid; Forero-Romero, Jaime
The Andean Regional Office of Astronomy for Development (ROAD) is a new effort in South America to serve several goals in astronomical development. Six countries (Bolivia, Colombia, Chile, Ecuador, Perú and Venezuela) will work together, representing a common language block in the Andean region and focusing on develop strategies to strengthen the professional research, education and popularization of astronomy. Our current Working Structure comprises a ROAD Coordinator and Coordinators per Task Force, as well as Organizing Committees, Collaborators and Volunteers.The participating institutions of this new ROAD have been involved in many projects involving each of the current OAD’s Task Forces: research, schools and children and public, exploring educational activities/material to be shared among the Andean countries, standardizing the knowledge and creating inspirational experiences. We expect to generate many efforts in order to bring a more homogeneous activity in each Andean country, taking into account the special role of Chile in global astronomy, due to its great conditions for astronomy and the involvement of many professional observatories, universities and astronomy institutions.Our current (and upcoming) most relevant activities includes: Andean Schools on Astronomy, Andean Graduate Program and Massive Open Online Courses (TF1); Virtual Training Sessions and Teaching material for the visually impaired students; Annual TF2 meeting to gather all the collaborators (TF2); Development for planetariums and Communicating Astronomy with the Public (TF3). The Andean region, in the other hand, will also be involved in at least two important events: the CAP Meeting in May 2016 and the XV LARIM in October 2016 (both in Colombia); and Chile will bid to host the XXXI IAU GA in 2021, with the aim of show the great advances in astronomical development from the Andean region and South America.
Licaj, Idlir; Haddak, Mouloud; Pochet, Pascal; Chiron, Mireille
This study investigated the effect of the socioeconomic level of the municipality of residence on personal injury road traffic accident risk among young persons of 10-24 years of age in the Rhône Département. This effect was assessed by comparing incidences of injuries (n=2792 casualties) on the basis of three denominators: the resident population of young people, the number of users of each mode and the distances covered by each mode. The results are presented for each type of road users (pedestrians, car passengers, car drivers, motorised two-wheeler riders, cyclists, public transport users). Young persons from deprived municipalities use motorised-two wheelers, bicycles and the car (as passengers and drivers) less frequently, they walk more and take public transports more often than those from other municipalities. When considering injury risk, motorised two wheeler injuries among adolescent males, for example, are significantly less frequent in deprived municipalities. But the motorised two-wheeler riders as well as car passengers from deprived municipalities are characterized by an excess injury risk, whether the selected denominator is the number of users or the kilometres travelled by this mode. For the first time in France, this study has enabled a comparison of the effects of a contextual socioeconomic indicator (the type of municipality of residence, deprived, or not) on daily travel practices and injury incidences among the population, among the users of each mode and per km of travel. Copyright © 2011 Elsevier Ltd. All rights reserved.
Sanderson, D J; Hennig, E M; Black, A H
The aim of this study was to determine the response of cyclists to manipulations of cadence and power output in terms of force application and plantar pressure distribution. Two groups of cyclists, 17 recreational and 12 competitive, rode at three nominal cadences (60, 80, 100 rev x min(-1)) and four power outputs (100, 200, 300, 400 W) while simultaneous force and in-shoe pressure data were collected. Two piezoelectric triaxial force transducers mounted in the right pedal measured components of the pedal force and orientation, and a discrete transducer system with 12 transducers recorded the in-shoe pressures. Force application was characterized by calculating peak resultant and peak effective pedal forces and positive and negative impulses. In-shoe pressures were analysed as peak pressures and as the percent relative load. The force data showed no significant group effect but there was a cadence and power main effect. The impulse data showed a significant three-way interaction. Increased cadence resulted in a decreased positive impulse, while increased power output resulted in an increased impulse. The competitive group produced less positive impulse but the difference became less at higher cadences. Few between-group differences were found in pressure, notable only in the pressure under the first metatarsal region. This showed a consistent pattern of in-shoe pressure distribution, where the primary loading structures were the first metatarsal and hallux. There was no indication that pressure at specific sites influenced the pedal force application. The absence of group differences indicated that pressure distribution was not the result of training, but reflected the intrinsic relationship between the foot, the shoe and the pedal.
Evers, A.T.; Heijden, B.I.J.M. van der; Mulder, M.
Theoretical and empirical controversies exist about the understanding and potentials of the concepts of competence and professional expertise. In this chapter, both concepts will be thoroughly conceptualised and discussed. Competence and professional expertise are important as all professionals need
Evers, Arnoud; Van der Heijden, Beatrice
Theoretical and empirical controversies exist about the understanding and potentials of the concepts competence and professional expertise. In this chapter, both concepts will be thoroughly conceptualised and discussed. Competence and professional expertise are important as all professionals need to
Siers, Shane R.; Savidge, Julie S; Reed, Robert N.
Roads have significant impacts on the dispersal of wildlife. Although this poses a threat to the abundance and diversity of desirable flora and fauna, it also affords some opportunity for enhancing control of invasive species. Roads are the most common terrain features that may affect the rate of landscape-scale movements of invasive Brown Treesnakes (Boiga irregularis) throughout Guam. We radio tracked 45 free-ranging Brown Treesnakes in close proximity to two roads in Guam and recorded instances where daily relocations of snakes spanned roads. Then we reconstructed observed movement histories with randomized turning angles, which served as a useful null hypothesis for assessing the effect of roads or road edge habitat on Brown Treesnake movement patterns. Random walk simulations demonstrated that Brown Treesnakes crossed these roads at a rate far lower than would be expected if snake movement was random with respect to roads and road edge habitat. We discuss two alternative hypotheses for these results: 1) habitat gaps posed by roads physically or behaviorally restrict snake movement; or 2) road edges provide preferred foraging habitat from which snakes are reluctant to depart. Because roads often form the boundaries of jurisdictional and management units, the effects of roads on the movement of invasive Brown Treesnakes will influence the prospects for success of future landscape-level suppression efforts.
Yang, Shaopu; Li, Shaohua
Vehicle dynamics and road dynamics are usually considered to be two largely independent subjects. In vehicle dynamics, road surface roughness is generally regarded as random excitation of the vehicle, while in road dynamics, the vehicle is generally regarded as a moving load acting on the pavement. This book suggests a new research concept to integrate the vehicle and the road system with the help of a tire model, and establishes a cross-subject research framework dubbed vehicle-pavement coupled system dynamics. In this context, the dynamics of the vehicle, road and the vehicle-road coupled system are investigated by means of theoretical analysis, numerical simulations and field tests. This book will be a valuable resource for university professors, graduate students and engineers majoring in automotive design, mechanical engineering, highway engineering and other related areas. Shaopu Yang is a professor and deputy president of Shijiazhuang Tiedao University, China; Liqun Chen is a professor at Shanghai Univ...
Yusof, N B; Hoque, M A; Steele, M C; Yong, S Y
Road fatality is one of the leading causes of death in Brunei with 79 deaths in 1993, the highest ever recorded. The Brunei government has been trying to reduce this by implementing new traffic measures and successfully reduced fatalities to 24 fatalities in 2014. Yearly road fatality has been fluctuating, but there has been a declining tendency overall. The aim of this study is to investigate road fatality in Brunei by extending the research. We developed a multiple regression model and carried out an analysis on road fatality in Brunei. Our analysis indicates that the road fatality appears to rise depending on the increase in the number of young drivers between 15 to 24 years and the number of unemployed people. Comparisons of Brunei road fatality rate per 10,000 vehicles are made with some other countries and we conclude that Brunei has approximately the same rate as Australia in 2014.
Sutlovic, Davorka; Scepanovic, Antonija; Bosnjak, Marinko; Versic-Bratincevic, Maja; Definis-Gojanovic, Marija
The aim of the study was to investigate the relationship between alcohol consumption and fatal road traffic accidents that took place in Split-Dalmatia County (Croatia) during a 10-year period (from August 2001 to August 2011). A retrospective analysis of 474 autopsy reports was performed, with an emphasis on 337 toxicologal findings of blood alcohol concentration (BAC) and the mode of participation in traffic (driver, passenger, pedestrian, or cyclist). Relations between the BAC, the weekday on which death occurred, victim's age and gender, and differences according to 3 successive legislation periods within the observed time frame were analyzed. The BAC was measured by gas chromatography with headspace and flame ionization detection. Alcohol was regarded as a contributive death factor if BAC was positive; that is, higher than 0.5 g/kg. BAC was positive in 177 cases. Most often it was the car driver who had a positive BAC. Victims of traffic accidents were mostly male drivers, and those accidents were more often associated with alcohol consumption. Consumption of alcohol produced a significant increase in culpability. The results of our study show that alcohol remains one of the main contributing factors of traffic accidents in Split-Dalmatia County. Unfortunately, legislation changes regarding the allowed BAC did not cause any reduction in casualties among drivers driving under the influence of alcohol (DUIA). Chi-square test of the number of total driver victims and driver victims who were DUIA revealed no significant difference (P = .173).
Sloep, P. B. (2013). Networked professional learning. In A. Littlejohn, & A. Margaryan (Eds.), Technology-enhanced Professional Learning: Processes, Practices and Tools (pp. 97–108). London: Routledge.
Stawowiak, Michał; Kuczaj, Mariusz
This article refers to the reliability of road rollers used in a selected roadworks company. Information on the method of road rollers service and how the service affects the reliability of these rollers is presented. Attention was paid to the process of the implemented maintenance plan with regard to the machine's operational time. The reliability of road rollers was analyzed by determining and interpreting readiness coefficients.
Trade and industry mostly experience the negative consequences of crashes, but sometimes the consequences are positive. The negative consequences of road traffic crashes include loss of personnel and damage to vehicles. Some other industries, such as damage repair companies, on the other hand, derive income from road crashes. Trade and industry can also be of importance for road safety. Particularly the transport sector, the car industry and insurers take several initiatives which for example...
The Federal Highway Administration (FHWA) Road Weather Management Program (RWMP) recently completed a study titled Human Factors Analysis of Road Weather Advisory and Control Information (Publication No. FHWAJPO- 10-053). The goal of the study was to...
Amador, Luis; Willis, Christopher Joseph
The objective of this study is to demonstrate a correlation between the maturity of a country's road safety practices and road safety incidents. Firstly, data on a number of road injuries and fatalities for 129 countries were extracted from the United Nations Global Status on Road Safety database. These data were subdivided according to road safety incident and accident causation factors and normalized based on vehicular fleet (per 1000 vehicles) and road network (per meter of paved road). Secondly, a road safety maturity model was developed based on an adaptation of the concept of process maturity modeling. The maturity of countries with respect to 10 road safety practices was determined through the identification of indicators recorded in the United Nations Global Status of Road Safety Database. Plots of normalized road safety performance of the 129 countries against their maturity scores for each road safety practice as well as an aggregation of the road safety practices were developed. An analysis of variance was done to determine the extent of the correlation between the road safety maturity of the countries and their performance. In addition, a full Bayesian analysis was done to confirm the correlation of each of the road safety practices with injuries and fatalities. Regression analysis for fatalities, injuries, and combined accidents identified maturity with respect to road safety practices associated with speed limits and use of alternative modes as being the most significant predictors of traffic fatalities. A full Bayesian regression confirms that there is a correlation between the maturity of road safety practices and road safety incidents. Road safety practices associated with enforcement of speed limits and promotion of alternative modes are the most significant road safety practices toward which mature countries have concentrated their efforts, resulting in a lower frequency of fatalities, injury rates, and property damage accidents. The authors
Hyder, Adnan A; Norton, Robyn; Pérez-Núñez, Ricardo; Mojarro-Iñiguez, Francisco R; Peden, Margie; Kobusingye, Olive
Road traffic crashes have been an increasing threat to the wellbeing of road users worldwide; an unacceptably high number of people die or become disabled from them. While high-income countries have successfully implemented effective interventions to help reduce the burden of road traffic injuries (RTIs) in their countries, low- and middle-income countries (LMICs) have not yet achieved similar results. Both scientific research and capacity development have proven to be useful for preventing RTIs in high-income countries. In 1999, a group of leading researchers from different countries decided to join efforts to help promote research on RTIs and develop the capacity of professionals from LMICs. This translated into the creation of the Road Traffic Injuries Research Network (RTIRN) - a partnership of over 1,100 road safety professionals from 114 countries collaborating to facilitate reductions in the burden of RTIs in LMICs by identifying and promoting effective, evidenced-based interventions and supporting research capacity building in road safety research in LMICs. This article presents the work that RTIRN has done over more than a decade, including production of a dozen scientific papers, support of nearly 100 researchers, training of nearly 1,000 people and 35 scholarships granted to researchers from LMICs to attend world conferences, as well as lessons learnt and future challenges to maximize its work.
M. K. Pshembaev
Full Text Available Having a great number of concrete structure classifications it is recommended to specify the following three principal types: microstructure – cement stone structure; mesostructure – structure of cement-sand mortar in concrete; macrostucture – two-component system that consists of mortar and coarse aggregate. Every mentioned-above structure has its own specific features which are related to the conditions of their formation. Thus, microstructure of cement stone can be characterized by such structural components as crystal intergrowth, tobermorite gel, incompletely hydrated cement grains and porous space. The most important technological factors that influence on formation of cement stone microstructure are chemical and mineralogical cement composition, its grinding fineness, water-cement ratio and curing condition. Specific cement stone microstructure is formed due to interrelation of these factors. Cement stone is a capillary-porous body that consists of various solid phases represented predominantly by sub-microcrystals of colloidal dispersion. The sub-microcrystals are able adsorptively, osmotically and structurally to withhold (to bind some amount of moisture. Protection of road concrete as a capillary-porous body is considered as one of the topical issues. The problem is solved with the help of primary and secondary protection methods. Methods of primary protection are used at the stage of designing, preparation and placing of concrete. Methods of secondary protection are applied at the operational stage of road concrete pavement. The paper considers structures of concrete solid phase and characteristics of its porous space. Causes of pore initiation, their shapes, dimensions and arrangement in the concrete are presented in the paper. The highest hazard for road concrete lies in penetration of aggressive liquid in it and moisture transfer in the cured concrete. Water permeability of concrete characterizes its filtration factor which
The work starts with a short introduction concerning the history of road lighting, outlining the trends and changes that have taken place in road lighting research during the past century. The introduction is followed by a review of trends, directions, and problems in current road lighting research and practice. The following part of the work introduces an advanced approach to road lighting measurements and calculations, based on the use of an imaging luminance photometer and the Road LumiMeter v2.0 computer program. The work sets out to investigate the variations in the characteristics of the quality of the road lighting at the same pilot locations in relation to the calculation methods used. In the work mesopic visual performance and the effects of the spectral transmittance of the vehicle windshield on the visibility conditions of the driver are also analysed. The work continues with road lighting measurements in various weather conditions in order to study the effects of snowy and wet road surface conditions on road lighting luminances. The results show that in Finland, snowy conditions offer very good opportunities to save electricity without adversely affecting either the safety of driving or the quality of road lighting. The following measurements set out to investigate the contribution of halogen and high-intensity discharge headlights to road lighting and whether this has a conflicting effect on the luminance contrasts of various targets located on the road or at the side of the road. The results indicate that, in general, the use of vehicle headlights in the presence of road lighting reduces the luminance contrasts of targets. The work continues with road lighting visibility experiments which study the visibility of achromatic and coloured targets in MH lamp and HPS lamp installations. The results show that colours have a major effect on target visibility if the road is illuminated with a light source with adequate colour rendering properties. Finally
Full Text Available The main objective of suspension system is to reduce the motions of the vehicle body with respect to road disturbances. The conventional suspension systems in road vehicles use passive elements such as springs and dampers to suppress the vibrations induced by the irregularities in the road. But these conventional suspension systems can suppress vibrations to a certain limit. This paper presents a novel idea to improve the ride quality of roads vehicles without compromising vehicle?s stability. The paper proposes the use of primary and secondary suspension to suppress the vibrations more effectively.
In the present article, the results of geotechnical monitoring of A-147 automobile road “Dzhubga-Sochi” are given. Some sections of the automobile road suffered from the landslide adjustment movements; it resulted in many deformations of the retaining structures, the damages of the roadbed and ground crawling over the retaining walls. The observation data made it possible to specify the borders of the active landslide and to form a forecast of the landslide activity in the sections of the automobile roads. Due to monitoring being carried out, there was substantiated the necessity to correct the service forms and records connected with the automobile road reconstruction.
Full Text Available Optimization is a key factor in almost all the topics of operations research / management science and economics.The road networks can be optimized within different constraints like time, distance, cost and traffic running onthe roads.This study is based on optimization of real road network by means of distances. Two main objectives arepursued in this research: 1 road distances among different routes are composed in detail; 2 two standardalgorithms (Dijkstra and Floyd-Warshall algoritms are applied to optimize/minimize these distances for bothsingle-source and all-pairs shortest path problems.
Clemmensen, Thomas Juel
Roads are often associated with a fragmentation or splintering of landscapes and their natural connectivity; particularly in relation to ‘green infrastructure’ they are often considered problematic elements that rupture and barricade. Conversely, as part of larger networks, roads can be considered...... important elements in the creation of new, ‘green infrastructures’ that can qualify urban landscapes in terms of improving their overall porosity and connectivity. This argument will be unfolded and substantiated in this article through theoretical reflections which conceptually re-locate road networks...... in the urban landscape, supported by relevant reference projects that illustrate the potential of road networks as a platform for ‘green infrastructure’....
The education and information are the strategies of the Road safety. However, some of the documents and scientific findings revealed the chaotic, desultory and theoretically groundless Road safety education and it can be stated that Road safety education system in Lithuania is still being established. The shortage of the theoretical and empirical base of Road safety education is slowing down the process of the system development. Aim of the research is to disclose the assumptions for developm...
Powney, Janet; And Others
The Scottish Road Safety Campaign and the Road Safety Council of Wales have made a large investment in theater tours as a method of providing road safety education. This study aimed to evaluate the effectiveness of a road safety message delivered by a theater group, Road Safety Officers (RSOs), or, teachers for pupils in upper secondary classes.…
Hartmann, Andreas; Ling, F.Y.Y.
Although road agencies need to provide road infrastructure that is beneficial for road users, little is known about how the activities of the agencies influence the value creation of road infrastructure. From a service-dominant logic perspective, the importance of road maintenance and traffic
The study of technological prevention method of road accident related to driver and vehicle. ... road accident prevention method based on the factors studied. The study of this paper can provide forceful data analysis support for the road traffic safety related research. Keywords: road accident; accident prevention; road safety.
Regarding community roads, both the management and accountancy .... previous years and its impact on overall and sectoral economic growth. Descriptive analysis is deployed to capture the link between the road transport sector and performance indicators, like rural accessibility, road density, road network, road financing ...
Ana Maria Nicoleta Mocofan
Full Text Available For achieving a reliable traffic control system it is necessary to first establish a network parameter evaluation system and also a simulation system for the traffic lights plan. In 40 years of history, the computer aided traffic simulation has developed from a small research group to a large scale technology for traffic systems planning and development. In the following thesis, a presentation of the main modeling and simulation road traffic applications will be provided, along with their utility, as well as the practical application of one of the models in a case study.