Bicycle Seat Research Articles

Evaluation of mechanical properties of natural fiber based polymer composite

Natural fiber based polymer composites are eco-friendly alternatives to synthetic materials, with greater mechanical properties, biodegradability, availability, ease of access, and affordability. Jute fiber is widely recognized as one of the most important and beneficial natural fibers due to its strength, durability, and biodegradability. In this study, the jute composite is designed and fabricated using a 5-layer jute and epoxy resin, utilizing the manual hand lay-up technique. The combination of 52.5 % jute and 47.5 % of epoxy resin and harder is found optimized to achieve the goals of improving the tensile strength and flexural strength, reducing the cost of epoxy resin, and promoting eco-friendliness and sustainability. Tensile testing was performed on a universal testing machine, while flexural testing was done with a three-point bending test. Experimentally, the composites reinforced with jute and epoxy resin were capable of achieving the required levels of tensile strength (42.91 MPa) and bending strength (69.30 MPa). To validate and visualize specimens, numerical analysis was performed on the ABAQUS simulation software. The numerical simulation utilized ASTM D3039 and ASTM D7264 as the specified requirements for tensile and flexural behavior. For validation, these tensile and flexural test results were then numerically analyzed and compared to the experimental data. Finally, composite design, fabrication, and optimization can improve mechanical properties, reduce composite weight, lower resin cost, and increase sustainability. The proposed design and composition can be implemented to achieve lightweight properties in various applications, such as car components, door handle sheets, bicycle seat backs, and luggage covers.

WITHDRAWN: An Experimental and Numerical Approach to Evaluate Mechanical Properties of Jute Fiber-Based Polymer Composites

One of the best natural fibers is jute fiber because of its availability, ease of access, and affordability. It has some highly intriguing qualities, including biodegradability and high strength. In this study, the jute composite is designed and fabricated using a 5-layer jute and epoxy resin, utilizing the manual hand lay-up technique. The combination of 52.5% jute and 47.5% of epoxy resin and harder is found optimized to achieve the goals of improving the tensile strength and flexural strength, reducing the weight of the composite, reducing the cost of epoxy resin, and promoting eco-friendliness and sustainability. Tensile testing was performed on a universal machine, while flexural testing was done with a three-point bending test. Experimentally, the composites reinforced with jute and epoxy resin were capable of achieving the required levels of tensile strength (42.91 MPa) and bending strength (69.30 MPa). To validate and visualize specimens, numerical analysis was performed on the ABAQUS simulation software. The numerical simulation utilized ASTM D3039 and ASTM D7264 as the specified requirements for tensile and flexural behavior. For validation, the results of these tensile and flexural tests were then numerically analyzed and compared to the experimental data. Finally, the composite design, fabrication, and optimization can improve mechanical properties, reduce composite weight, lower resin cost, and increase sustainability. The proposed design and composition will be implemented to achieve lightweight properties in various applications such as car components, door handle sheets, bicycle seat backs, and luggage covers.

Modal, Structural, and Comfort Analyses for Improving Customized Bicycles for Recreational Ridings of People with Disabilities

Leisure activities are known to be especially important for the health of people with disabilities. In Belém, PA, an Amazonian city in Brazil, a nonprofitable organization has promoted leisure ridings in bicycles for those people in Utinga State Park, a large green area for physical and leisure activities. The handcrafted bikes have a sidecar attached for users with disabilities which are ridden by trained volunteers. Since such bikes have been empirically manufactured, they require some minor improvements in safety, comfort, and handling, and verification of structural strength. Therefore, ergonomic, modal, and forced vibration analyses assessed the user’s comfort and safety and a structural analysis with the use of strain gauges evaluated the bicycle’s structural strength. Initially, a numerical modal analysis was performed using the finite element method, and the modal model obtained was validated by an experimental modal analysis employing shaker excitation. ISO-2631-based evaluations of forced vibration and human body comfort were conducted regarding whole-body vibration in vehicles and mechanical equipment. Vibration measurements at the position of the rider and sidecar occupant were obtained during rides on the bicycle and, according to the results, in general, when subjected to loads, the bicycle showed low stress levels far from the yield stress of the material, promoting an excellent safety factor in relation to its structural integrity. The modal, comfort, and forced vibration analyses revealed a mode of vibration in the sidecar that caused discomfort to the back of the users. Ergonomics analysis pointed out changes in the handlebars, the bicycle seat, the coupling between the sidecar and the bike, and the dimensions of the sidecar will provide greater comfort and safety. This paper presents and discusses the proposed modifications to both bicycle and sidecar.

Ergonomic Design of Noseless Bicycle Saddle using UPVC/Silica-Aerogel

Introduction: During cycling most of the people suffer from perineal pain due to the pressure acting on the perineal area by the nose of the seat. Also Unsupported sitting on the saddle in a forward bending posture for longer time induce low back pain (LBP) among cyclists. So this paper presents the design of noseless bicycle seat with backrest using UPVC/Silica-Aerogel. Methods: This seat is designed as per the anthropometric dimensions of human body. Various parameters such as Lumbar position, seat tilt angle, seat position, backrest angle, seat height, backrest height, seat and backrest width are considered and the optimal value is determined while designing. The material chosen for the base of seat is UPVC/Silica- Aerogel composite and the cushioning material is chosen as polyurethene foam. The design is executed in 3D modelling software and validated using FEA package. Results: The maximum stresses induced in the newly proposed material UPVC/Silica-Aerogel (4.41MPa) is lesser than its yield strength (59 MPa). The maximum anterior stress of noseless seat is found out to be 24.5 kPa which is lower than that of the saddle with nose (41 kPa). Conclusion: As the anterior stress of noseless seat is lesser, the perineal pressure of cyclists is greatly reduced and this decreases the health problems associated with the perineal pressure. Also the backrest of the seatpan enhances the supporting of back muscles and reduces LBP among cyclists.

The Effect of Bike Seat Models on Perineal Pressure During Cycling: Implications for Patients After Lower Genitourinary Reconstructive Surgery

To understand the effect of bicycle saddle shape and size on the pressure transmitted to the perineum, as prolonged perineal pressure and microtrauma amongst avid cyclists may increase the risk for complications following lower genitourinary surgery. We tested five seats (Bontrager, Waterloo, WI) with varying levels of padding and morphology (comfort, fitness, fitness gel, race, and performance) for two different riders. The seats were installed on a Peloton stationary exercise bike (New York City, NY). Force measurements were performed using a 9833E-50 Large F-Socket Sensor (Tekscan, South Boston, MA). We measured total and perineal forces in three conditions at the same resistance: (a) at rest (not pedaling); (b) at 8mph; (c) at 15mph. Significant differences across the bicycle seats were observed with fitness gel seats providing the lowest perineal pressure. In all measurements, perineal forces were significantly lower at 15mph compared to 8mph (P < .001). When a rider used an oversized seat, less force was exerted compared to the appropriate size at both 8mph (P < .001) and 15mph (P < .001) speeds. Conversely, an undersized seat significantly increased perineal pressures at both 8mph (P = .018) and 15mph (P = .007). Larger seats constructed of more impressionable materials absorb a greater total force and act to distribute the subject's weight thereby delivering less force to the perineum. More perineal pressure is delivered at lower speeds and at rest likely due to the cyclist lifting off the seat during times of strenuous activity.

A 12-Years Old Boy with Penetrating Scrotal Trauma grade III at Bhayangkara Hospital, Kupang, East Nusa Tenggara, Indonesia

A 12-year-old boy was referred to the Emergency Room (ER) after experiencing penetrating trauma to his right scrotum caused by the iron of the bicycle seat. There were no urinary complains and the vital signs were good. Scrotal exploration was performed to repair the testicular trauma.

Assessment of child safety on bicycles in baby carriers – The importance of evaluating both head and neck injuries

Introduction: The paper addresses an important accident type that involves children in bicycle seats – the bicycle fall over. It is a significant and common accident type and many parents have been reported to experience this type of “close call.” The fall over occurs at low velocities and even while a bicycle is standing still, and may result from a split-second lack of attention on behalf of the accompanying adult (e.g. while loading groceries, i.e. while not being exposed to traffic per se). Moreover, irrespective of the low velocities involved, the trauma that may result to the head of the child is considerable and may be life-threatening, as shown in the study. Method: The paper presents two methods to address this accident scenario in a quantitative way: in-situ accelerometer-based measurement and numerical modeling approaches. It is shown that the methods produce consistent results under the prerequisites of the study. They are therefore promising methods to be used in the study of this type of accident. Results: The importanance of the protective role of a child helmet is without discussion in everyday traffic.However, this study draws attention to one particular effect observed in this accident type: that the geometry of the helmet may at times expose the child's head to considerably larger forces, by having contact with the ground. The study also highlights the importance of neck bending injuries during bicycle fall over, which are often neglected in the safety assessment – not only for children in bicycle seats. The study concludes that considering only head acceleration may lead to biased conclusions about using helmets as protective devices.

The Rest Is History

The Rest Is History

Characteristics of human movement and injury in a side collision between the front of a small car and a bicycle

ObjectiveOur research groups have studied the movement and injury characteristics of the human body in a side collision between the front of a small car and a pedestrian. This study discusses the movement and injury characteristics of the human body in a side collision between the front of a small car and bicycle. MethodsA total of 31 cases of traffic accidents caused by small car collisions when riding a bicycle across a road were collected. Through on-site inspection and trace inspection of the accident vehicles and bicycles, the speed of the car during the collision was calculated, the collision relationship between the small car and bicycle was determined, and the injury site and degree were determined through autopsy. The car speed was divided into two groups: <60 km/h and >60 km/h. Injuries of the skull, cervical spine, ribs, pelvis, femur and tibiofibular were analysed, and the correlations with the height of the bicycle controller, the height of the bicycle seat, the height of the car hood and the length of hood were discussed. PC-Crash was used for simulation analysis to further clarify the injury process. ResultsThe ratio of the height of the bicycle seat to the height of the hood plus the length of the hood in the windshield-damaged group was larger than that in the undamaged windshield group (P < 0.05). No cervical fracture was found when V < 60 km/h, and 52.94% of cases had cervical fracture when V > 60 km/h. The ratio of the height of the bicycle seat to the height of the hood in the pelvic fracture group was smaller than that in the nonpelvic fracture group (P < 0.05). The incidence of tibiofibular fracture was less than 65%. ConclusionsWhen a side impact between a car front and a bicycle occurs, the resulting human injury is related not only to the speed but also to the height of the bicycle seat and the height and length of the hood of the car. The incidence of tibiofibular fractures was significantly lower than that of small car front-pedestrian side impacts.

PD29-05 THE EFFECT OF BIKE SEAT MODELS ON PERINEAL PRESSURE DURING CYCLING: IMPLICATIONS FOR PATIENTS AFTER URETHRAL SURGERY

You have accessJournal of UrologyCME1 May 2022PD29-05 THE EFFECT OF BIKE SEAT MODELS ON PERINEAL PRESSURE DURING CYCLING: IMPLICATIONS FOR PATIENTS AFTER URETHRAL SURGERY Behnam Nabavizadeh, Gregory Amend, Anthony Enriquez, Nizar Hakam, Jason Lui, Kevin Li, Patrick Low, Behzad Abbasi, Nathan Shaw, and Benjamin Breyer Behnam NabavizadehBehnam Nabavizadeh More articles by this author , Gregory AmendGregory Amend More articles by this author , Anthony EnriquezAnthony Enriquez More articles by this author , Nizar HakamNizar Hakam More articles by this author , Jason LuiJason Lui More articles by this author , Kevin LiKevin Li More articles by this author , Patrick LowPatrick Low More articles by this author , Behzad AbbasiBehzad Abbasi More articles by this author , Nathan ShawNathan Shaw More articles by this author , and Benjamin BreyerBenjamin Breyer More articles by this author View All Author Informationhttps://doi.org/10.1097/JU.0000000000002577.05AboutPDF ToolsAdd to favoritesDownload CitationsTrack CitationsPermissionsReprints ShareFacebookLinked InTwitterEmail Abstract INTRODUCTION AND OBJECTIVE: The impact of perineal pressure and microtrauma amongst avid cyclists have been associated with sexual and urinary dysfunction, including urethral stricture disease. Following a period of perineal rest after urethral surgery, active cyclists seeking to return to this recreation search for guidance to reduce their risk for complications. Our objective was to determine which bicycle seat best shields the perineum and protects this sensitive area to recurrent trauma. METHODS: We tested five seats (Bontrager, Waterloo, WI) with varying levels of padding and morphology (comfort, fitness, fitness gel, performance, and race) for two different riders. We also tested undersized and oversized seats. The seats were installed on a Peloton® stationary exercise bike (New York City, NY). Force measurements were performed using a 9833E-50 Large F-Socket Sensor and its dedicated software (Tekscan, South Boston, MA). The bicycle was adjusted to ensure that the two cyclists had standardized torso and knee angles. We measured total and perineal forces in three conditions at the same resistance: a. at rest (not pedaling); b. at 8 mph; c. at 15 mph. We reviewed the heatmaps and used a standardized method to identify the perineal area using the ischial tuberosity landmarks. RESULTS: There was significant differences in terms of perineal force across bicycle seats (p <0.001) with fitness gel seats having the lowest forces in both sizes (Fig. 1). In all measurements perineal forces were significantly lower at 15 mph compared to 8 mph (p <0.001), except for the large size of performance seat (p=0.18). The oversized seat exerted less force on perineum compared to the undersized seat at both 8 mph (p <0.001) and 15 mph (p <0.001) speeds (Fig. 2). CONCLUSIONS: Racing bicycle seats exert more force on the perineum. Larger seats absorb a greater total force and act to distribute the subject’s weight thereby delivering less force to the perineum. More perineal pressure is delivered at lower speeds and at rest due to the need for the cyclist to lift off the seat during times of strenuous activity. Source of Funding: None © 2022 by American Urological Association Education and Research, Inc.FiguresReferencesRelatedDetails Volume 207Issue Supplement 5May 2022Page: e505 Advertisement Copyright & Permissions© 2022 by American Urological Association Education and Research, Inc.MetricsAuthor Information Behnam Nabavizadeh More articles by this author Gregory Amend More articles by this author Anthony Enriquez More articles by this author Nizar Hakam More articles by this author Jason Lui More articles by this author Kevin Li More articles by this author Patrick Low More articles by this author Behzad Abbasi More articles by this author Nathan Shaw More articles by this author Benjamin Breyer More articles by this author Expand All Advertisement PDF DownloadLoading ...

English

Certain rare congenital defects can occur during the prenatal development of the female reproductive system, resulting in an abnormal or absent vagina.1 It is a part of the female genital tract. It is muscular and an elastic organ with a soft epithelial lining making it susceptible to disruption during crucial times of organogenesis.1,2 There are different malformations that occur in the female genital organ, many of which are classified under the broader term “Müllerian duct anomalies”. 1,2 Müllerian agenesis is also referred to as congenital absence of the uterus and vagina (CAUV), müllerian aplasia (MA), genital renal ear syndrome (GRES), and Mayer-Rokitansky-KüsterHauser syndrome (MRKH). It has been considered as a sporadic anomaly, but the increase in familial cases now supports the hypothesis of a genetic cause characterised by a failure of the Müllerian ducts to develop, resulting in a missing uterus and variable malformations of the vagina.1-7 According to scientific data, its incidence is reported to be 1 in 4,000 to 10,000 females occurring due to a heterozygous transformation of WNT4 gene on chromosome 1p36.1-7 Additionally, traumatic vaginal injury in females, which is not uncommon, results in vaginal stenosis.5 This results in formation of scar tissue causing stricture of the vagina.5 Based on the family history, the patient must undergo medical examination supported by gynaecologic assistance to provide a sensitive and specific means of diagnosis.1,2 It is essential for the patients and their families to attend counselling before proceeding for treatment as this syndrome can cause severe psychological stress in a young woman. Patients with vaginal agenesis in MRKH syndrome can be treated by both surgical and non-surgical procedures and there has been no evidence of the superiority of one technique over another.6,11 Abbe–McIndoe operation is a common surgical method using split thickness skin graft for reconstruction and Frank’s dilators is a common nonsurgical method for the creation of neovagina.3,7 Frank's initial technique used hand-held vaginal dilators in the lithotomy position and had technical limitations such as uncomfortable positioning, loss of time spent during the process of dilation, and fatigue of patient's hands. Ingram's method overcame these difficulties by using the sitting position to take advantage of the patient's body weight.8,9 This method used vaginal dilators mounted on a specially designed bicycle seat stool that provided perineal pressure via the narrow and elevated anterior portion of the bicycle seat.10 Despite the favourable clinical outcome of this method, there were some practical difficulties in making and handling these in an outpatient clinic. However, irrespective of the procedure opted, prosthetic vaginal dilators or long-term vaginal stents are required to prevent the possible contraction of the reconstructed neovagina, to maintain vaginal width, depth and to avoid vaginal stenosis.6

Our Journey with Alzheimer's Disease: A Love Story.

Our Journey with Alzheimer's Disease:A Love Story Scott Weikart My late wife Jo-Anne was diagnosed as having Mild Cognitive Impairment (MCI) in 2007, at age 60. She was diagnosed as having very mild Alzheimer's disease (AD) in 2009, at age 62; 10 years later, she died of late-stage, severe AD (in 2019, at age 72), at home in her own bed. At the time of her MCI diagnosis, Jo-Anne was overweight and pre-diabetic. I did a lot of research and told her that a better diet and more exercise might slow the disease process; luckily, Jo-Anne accepted that recommendation. With a change in diet (more fruits & vegetables, less saturated fat and refined carbohydrates) and much more exercise, she was able to lose 35 pounds in 4 months (and kept them off), and her fasting glucose fell into the normal range. Jo-Anne got AD so young because she had the highest genetic risk factor (ApoE-4/4). This turned out to be a bit of a blessing. Jo-Anne was otherwise quite healthy. I was old enough to be wise and emotionally resilient, but young enough to be energetic. This made it possible for me to take care of Jo-Anne at home, mostly by myself. (In retrospect, it probably would have been better for both of us if I'd hired someone to help care for Jo-Anne, plus be a companion.) Amazingly, Jo-Anne's personality, values, sociability, upbeat-outlook, initiative, interest, or appetite didn't change. She had no delusions, agitation, aggression, etcetera. She recognized, loved, and appreciated me (and her best friend) almost to the end. I think all of this may be rare. I don't know if the relatively positive course of her disease was mostly due to intrinsic factors, or was also affected by the way I chose to care for her. I'll focus on the two aspects of my caregiving style that probably had the greatest impact. Staying active and engaged My general approach was to avoid restricting Jo-Anne's life and freedom, to always look for creative accommodations, and to try to enable her to live as full a life as possible. I realized that the best perspective was "let's live in the present" and "enjoy life to its fullest." The future was unpredictable (and bleak), so there was little benefit in dwelling on it. When Jo-Anne was diagnosed with MCI, I chose to drop from working very long hours to working 3/4 time (the minimum needed to qualify for [End Page E11] benefits). Soon after, I switched to working 10–20% time (made much easier by the PPACA coming into effect, with its protection for our pre-existing conditions). I made the implicit decision to start spending my savings: spending time with Jo-Anne was worth more than a luxurious retirement. The main way Jo-Anne got more exercise was bicycling (and walking in the earlier years, when she loved taking pictures). When Jo-Anne's shortterm memory started to fail, I got us both iPhones to track Jo-Anne. Jo-Anne always wore a "fanny pack" to carry her camera; I'd added her charged phone. I would work remotely from my home office while she was away, and periodically check her location. If she strayed into dangerous areas, or she was bicycling away from home as sunset or dinnertime approached, I would hop on my bicycle (putting my iPhone in a handlebar-holder), and chase after her. Jo-Anne once left the house without me realizing it, and the police didn't find her until 8 hours later (one of my most stressful experiences; I literally jumped up and down to try to burn off the excess adrenaline). I bought inexpensive door alarms from the hardware store and mounted them at the top of the door. Whenever Jo-Anne opened a door, she would immediately close it when she heard the alarm. One day, after Jo-Anne had transitioned to moderate AD, she went out for a bicycle ride but walked home. I bought a small pouch that attached under her bicycle seat and put...

CHILD SAFETY ON VARIOUS BICYCLE-MOUNTED SEATS DURING VEHICLE IMPACT

This research addresses an important gap in the state of the art by investigating the safety of vulnerable road users – children transported on bicycle seats. The article focuses on three forms of bicycle-mounted child seats and their kinematics during an accident scenario involving a motor vehicle. The front, rear-frame and rear-rack mounted child seat mounting configurations were considered in this study. The research covers the impact of a sports sedan vehicle against a bicycle equipped with the child seat. The assessment of the child safety was done through numerical simulations by coupling the codes of MADYMO and LS-DYNA. The after-impact kinematics for various baby carriers is presented with the emphasis on child’s head and neck injuries. The results were compared to the full-scale test available in the literature. The findings prove a low protection level for the child provided by the bicycle carriers in all considered cases. The study is further devoted to directions of increasing child safety in this means of transportation.

The Effects of Saddle Alignment and Pedal Stroke Training on a Competitive Cyclist with Anterior Knee Pain: A Case Report

Background: Among competitive cyclists, anterior knee pain is a common overuse injury. Alignment of the rider on the bicycle and the loading pattern on the pedals are proposed as factors in this pain. The patient was a 23-year-old competitive female cyclist who was riding up to 200 miles weekly and had developed bilateral anterior knee pain within the 3 months preceding our examination. The purpose of this case report is to demonstrate the effectiveness of adjusting this patient’s static alignment (ie. position while seated on bicycle, but not actively pedaling) on the bike and modifying her habitual pedaling pattern. Methods: The patient was analyzed using both static and dynamic measures of alignment while on her bicycle. Her bicycle seat was raised and moved rearward, and her pedaling force output was analyzed using a Computrainer™. Over a 4-week period, she was taught to modify her pedaling force using video biofeedback. Outcomes: After adjustments and training, she could ride for over 3.5 hours without knee pain. Visual analog scale pain score improved from 6/10 to 0/10; Lower Extremity Functional Score improved from 65 to 79; and Knee Injury and Osteoarthritis Outcome Score improved from 81 to 98.5. Clinical Relevance: This case illustrates how application of biomechanical principles and training in pedaling movement patterns can be effective at eliminating knee pain in competitive cyclists. While rest, decreased training volume, and appropriate medication should be considered as treatment components, we believe the initial treatment for competitive cyclists should include biomechanical evaluation of alignment and pedaling pattern.

Predicting external ischial tuberosity width for both sexes to determine their bicycle-seat sizes

Previous studies have investigated the measurement of the external ischial tuberosity width (EITW) for bicycle seat design. In this study, the EITW values, as well as the anthropometric data, were obtained from 30 men and 30 women to develop the EITW prediction models separately for the men and the women by multiple stepwise regression analysis. The models were then validated by the data from another 8 men and 8 women. The results show that sex difference in EITW measurements was observed (male:12.0 cm; female:13.6 cm). Hip circumference is an effective predictor for EITW values with percentages of explained variances of 64.1% for male and 61.2% for female. The validation result also shows that there was no significant difference between the measured and the predicted EITWs for both sexes. Relevance to industryPrevious method of measuring the EITW has generally employed the impression method, however, the method was limited by equipment restrictions or complex procedures. The predictive model established in this study is a simple and valid method for acquiring EITW values to assist riders to determine their seats for bicycling.

Electric Bicycle Seatpost

A bicycle seat is supposed to be designed for the safety and comfort of the rider. A rider may rest by sitting on the seat during longer, harder rides or simply to relax on a leisurely ride through the park. However, the height of the seat can determine how much safety and comfort are actually provided to the rider. A seat that is too high or too low can affect the ability of the rider to operate the bike safely as well as cause undue stress on the rider’s joints. There is a need for an effective and efficient way of adjusting the seat height on a bicycle. A simple push button system that can raise and lower the seat at will would allow riders to adjust their seat to meet their individual height and riding style needs. This can be accomplished by implanting a motor inside the seatpost of a bike that will raise and lower the post through a series of turning gears. A control system mounted to the handlebars would allow riders to adjust their seat on the fly, negating the need to dismount and physically struggle with tools to manually adjust the seat thus increasing the amount of enjoyment the rider gets from their outing. Through easy adjustment of the seat, more riders would adjust their seats regularly and be able to ride in the proper seat position. This in turn would increase rider safety and reduce the number of cycling related joint injuries.

Physiological characteristics and performance in elite enduro mountain biking.

Enduro mountain bike racing is composed of several timed predominantly downhill race stages linked by time restricted, non-competitive transition stages.  This study aimed to 1) detail and compare the laboratory assessed physiological characteristics of elite and non-elite enduro mountain bike riders, and 2) evaluate the use of 10Hz global positioning systems (GPS) unit including a 100Hz triaxial accelerometer to define the demands of enduro mountain bike racing and identify components of successful performance. Eleven ( n= 11) male enduro mountain bike riders completed laboratory protocols for peak aerobic capacity (VO 2peak ), onset of blood lactate accumulation at 2 and 4 mmol/L (OBLA2 and OBLA4 respectively), intermittent sprint test (EST), and anthropometry measures. Participants were divided into elite ( n =5) and non-elite ( n =6) groups for analysis. Nine ( n= 9) elite enduro mountain bike athletes participated in field data collection at an international enduro mountain bike race. Two race stages were used for analysis of velocity, accumulated load, heart rate and time to complete specific sections of track calculated from GPS units placed on the bicycle seat mast and the rider’s torso. Elite athletes produced greater power during the EST and at VO 2peak , OBLA2, OBLA4 when compared to non-elite riders (all p 0.05).  Accumulated load was significantly greater on the bicycle than the rider on both stages (p<0.05) and accumulated load in both locations was significantly higher during stage two compared to stage 1 reflecting differences in terrain (p<0.05). GPS analysis allowed detailed analysis of performance showing winning performances were characterised by reduced time to complete technical downhill and non-technical climbing sections during stage one and technical downhill sections only during stage two.  In conclusion, successful performance in enduro mountain bike racing requires adequate skill and technique to sustain high velocities over technical terrain coupled with large aerobic and anaerobic capacities.

Physiological characteristics and performance in elite enduro mountain biking.

Enduro mountain bike racing is composed of several timed predominantly downhill race stages linked by time restricted, non-competitive transition stages. This study aimed to 1) detail and compare the laboratory assessed physiological characteristics of elite and non-elite enduro mountain bike riders, and 2) evaluate the use of 10Hz global positioning systems (GPS) unit including a 100Hz triaxial accelerometer to define the demands of enduro mountain bike racing and identify components of successful performance. Eleven (n=11) male enduro mountain bike riders completed laboratory protocols for peak aerobic capacity (VO2peak), onset of blood lactate accumulation at 2 and 4 mmol/L (OBLA2 and OBLA4 respectively), intermittent sprint test (EST), and anthropometry measures. Participants were divided into elite (n=5) and non-elite (n=6) groups for analysis. Nine (n=9) elite enduro mountain bike athletes participated in field data collection at an international enduro mountain bike race. Two race stages were used for analysis of velocity, accumulated load, heart rate and time to complete specific sections of track calculated from GPS units placed on the bicycle seat mast and the rider’s torso. Elite athletes produced greater power during the EST and at VO2peak, OBLA2, OBLA4 when compared to non-elite riders (all p&lt;0.05) with no significant differences in anthropometry (p&gt;0.05). Accumulated load was significantly greater on the bicycle than the rider on both stages (p&lt;0.05) and accumulated load in both locations was significantly higher during stage two compared to stage 1 reflecting differences in terrain (p&lt;0.05). GPS analysis allowed detailed analysis of performance showing winning performances were characterised by reduced time to complete technical downhill and non-technical climbing sections during stage one and technical downhill sections only during stage two. In conclusion, successful performance in enduro mountain bike racing requires adequate skill and technique to sustain high velocities over technical terrain coupled with large aerobic and anaerobic capacities.

Modeling of half-scale human bodies in active body positions for apparel design and testing

PurposeThe design and testing of clothing for activewear requires complex assessments of the suitability of the clothing when the body is in motion. The purpose of this paper is to investigate full body 3D scanning of active body poses in order to develop “watertight” digital models and half-scale dress forms to facilitate design, pattern making and fit analyses. Issues around creating a size set of scans in order to facilitate fit testing of activewear across a size range were also explored.Design/methodology/approachResearchers experimented to discover effective methods for 3D body capture in the cycling position and reconstruction of the body in a reliable way. In total, 25 cyclists were scanned and size representatives were selected from these participants. Methods of creating half-scale forms were developed that make optimum use of modern materials and technologies. Half-scale dress forms were created in two active positions in a range of sizes for fit testing and design. A set of half-scale and full-scale bike shorts in two styles were manufactured and fit tested on the half-scale forms compared to fit testing on the scan participants to test validity of this method of assessing fit.FindingsIssues in capturing and reconstructing areas occluded in the scanning process, and reconstructing the interface with the bicycle seat were addressed. Active digital forms were developed across the size range, from which both digital avatars and physical mannequins were developed for pattern development and fit testing. The production and use of precisely half-scaled tools for garment testing was achieved and validated by comparing fit test results in active positions on the half-scale forms and on participants who were scanned to create these forms.Originality/valueDesign modifications for active positions to date are based on linear measurements alone, which do not define the 3D body adequately. Despite much research using body scanners, only limited data exist on the body in active poses, and the concept of creating half-scale forms by scanning fit models throughout the size range in active body positions is a novel concept. The progress made in resolving material and process experiments in creating the actual half-scale forms, and testing their suitability for fit testing provides a basis for further research aimed at developing similar dress forms for other activewear garments.

BASF, partner rethink the bicycle seat

BASF and the German bicycle parts company Ergon have teamed up to create a new bicycle seat, which they say hasn’t changed substantially since the 1960s. With the help of a BASF thermoplastic polyurethane, Ergon was able to move away from the standard construction of rails, seat shell, padding, and cover. Comfort and pedaling ergonomics are improved, the firms say.