Experienced Cyclists Research Articles

Comparison of Lower-Limb Muscle Synergies Between Young and Old People During Cycling Based on Electromyography Sensors—A Preliminary Cross-Sectional Study

The purpose of this study was to analyze the lower-limb muscle synergies of young and older adults during stationary cycling across various mechanical conditions to reveal adaptive strategies employed by the elderly to address various common pedaling tasks and function degradation. By comparing lower-limb muscle synergies during stationary cycling between young and old people, this study examined changes in muscle synergy patterns during exercise in older individuals. This is crucial for understanding neuromuscular degeneration and changes in movement patterns in older individuals. Sixteen young and sixteen older experienced cyclists were recruited to perform stationary cycling tasks at two levels of power (60 and 100 W) and three cadences (40, 60, and 90 rpm) in random order. The lower-limb muscle synergies and their inter- and intra-individual variability were analyzed. Three synergies were extracted in this study under all riding conditions in both groups while satisfying overall variance accounted for (VAF) > 85% and muscle VAF > 75%. The older adults exhibited lower variability in synergy vector two and a higher trend in the variability of activation coefficient three, as determined by calculating the variance ratio. Further analyses of muscle synergy structures revealed increased weighting in major contribution muscles, the forward-shifting peak activation in synergy one, and lower peak magnitude in synergy three among older adults. To produce the same cycling power and cadence as younger individuals, older adults make adaptive adjustments in muscle control—increased weighting in major contribution muscles, greater consistency in the use of primary force-producing synergies, and earlier peak activation of subsequent synergy.

Differences in motivational dynamics between experienced cyclists and untrained participants during an incremental endurance exercise task

PurposeThe conflict between the desire to reduce effort during exercise and the performance goal of the exercise task contributes to explaining endurance exercise performance. However, whether the trajectories of these two motivational responses systematically differ across individuals with different characteristics is poorly understood. The present study examined whether changes in desire to reduce effort and performance goal value across moderate, heavy, and severe exercise intensity domains differed between cyclists and untrained, but active participants. MethodsFifty participants (14 cyclists and 36 untrained) completed an incremental step test on a cycle ergometer, in which work rate was increased by 25 W every 4 min until voluntary exhaustion. Desire to reduce effort, performance goal value, and blood lactate concentration (for determination of exercise intensity domains) were measured every 4 min and the data were analysed using multilevel modelling. ResultsDesire to reduce effort increased quicker for untrained participants in the moderate exercise intensity domain (b = 1.66, p < .001) and across the whole trial (b = 1.64, p < .001), compared to cyclists (b = .69, and b = 1.14, respectively, both p < .001). Untrained participants reported similar performance goal value at the beginning of the trial (b = 16.02, p < .001), compared to cyclists (b = 17.25, p < .001). Beyond moderate intensities, the performance goal value decreased significantly for the untrained participants (b = −.70, p < .001) but significantly increased for cyclists (b = .45, p = .01). This pattern was also observed when focusing solely on the severe intensity domain (cyclists: b = .90, p < .001; untrained: b = −.84, p < .001). ConclusionThere are distinct differences in the desire to reduce effort and performance goal value between cyclists and untrained athletes. Identifying these systematic differences enhances the credibility of the desire-goal conflict framework in explaining endurance performance and provides insight into the type and timing of interventions that might be successful in improving performance.

The effect of experience on the perception of affordances for aperture crossing in cycling

To ride successfully and safely, cyclists must perceive and act on the affordances that are available in a given situation. This study investigated whether experience in perceiving and acting with respect to a person-plus-object system would influence whether and how a person choses to cross an aperture of different widths, especially in relation to their maximal action capabilities. We also explore whether the distribution of action modes reflects this effect. We examined the performance (i.e., the probability of successfully crossing the aperture) and the decision (i.e., the probability of attempting to cross the aperture) of 8 experienced cyclists and 16 occasional cyclists in an aperture crossing task. In term of performance, experienced cyclists demonstrated greater ability to cross narrower apertures than occasional cyclists, but there were no such differences when aperture width was scaled to maximal action capabilities. In term of decision, both experienced and occasional cyclists tended to over-estimate their abilities, but the experienced cyclists did so to a greater extent. Our findings indicate that experience improves the ability to perform more complex tasks due to utilizing a wider repertoire of actions, but not necessarily the ability to perceive and actualize (action-scaled) affordances.

Kajian Efektivitas Lajur Khusus Sepeda di Jalan L.L.R.E. Martadinata, Kota Bandung

The pandemic has led to an increase in the use of bicycles as a means of transportation that is cheap, environmentally friendly, and has a positive impact on the health of riders. The increase in bicycle users must be in accordance with the availability of adequate facilities and infrastructure to create comfortable and safe cycling activities. This research was conducted to analyze the level of effectiveness of bicycle lanes on L.L.R.E. Martadinata Street, Bandung City. The method used is descriptive, with a quanitative approach. Sampling uses a purposive sampling method for cyclists. The research object was analyzed using observation, questionnaires, and the BLOS (Bicycle Level of Service) method. The results of the BLOS analysis based on the volume factor, speed factor, pavement condition factor, and road cross-sectional factor on the observed bicycle lanes indicate that the service level of bicycle lanes on L.L.R.E. Martadinata Street, Bandung City has a D grade, both on weekdays and weekends. This means that the bicycle lanes are considered ineffective for cyclists from an environmental point of view but is acceptable for experienced cyclists.

Acute consumption of a branched chain amino acid and vitamin B-6 containing sports drink does not improve multiple sprint exercise performance, but increases post-exercise blood glucose.

The aim of this study was to investigate the ergogenicity of BioSteel High Performance Sports Drink (B-HPSD), a commercially available branched chain amino acid (BCAA) and vitamin B-6 (VitB-6) supplement, on multiple sprint exercise (MSE). Eleven experienced cyclists completed two MSE trials in counterbalanced order, after ingesting either B-HPSD (2,256 mg of BCAA, 300 mcg of VitB-6) or placebo (PLA). The MSE protocol consisted of five maximal effort 1 km sprints on a cycle ergometer separated by 2 min of active recovery. Power output (PO) was continuously measured throughout the cycling protocol. Heart rate (HR) and ratings of perceived exertion (RPE) were monitored following each sprint. Capillary blood samples were collected and analyzed for lactate and glucose before and 2 min post-trial. Cognitive function was assessed before and 15 min after the exercise protocol. The PO maintained during each 1 km sprint decreased throughout the protocol (p < 0.05), but the change in PO was similar between conditions. Post-exercise blood glucose was elevated after consuming B-HPSD but not PLA (p < 0.05). Blood lactate (p < 0.05), HR (p < 0.05) and RPE (p < 0.05) increased throughout the trials, however no differences were observed between conditions. Cognitive performance improved after exercise (p < 0.05), but the change was similar between conditions. These results demonstrate that acute B-HPSD consumption does not have an ergogenic effect on MSE performance. However, ingestion of B-HPSD increased post-exercise blood glucose concentration when compared to PLA.

Analysing experienced and inexperienced cyclists’ attentional focus and self-regulatory strategies during varying intensities of fixed perceived effort cycling: A mixed method study

Using a think aloud approach during fixed perceived effort exercise is a unique method to explore the decision-making processes that guide the self-regulation of perceived effort during endurance-based activity. In a two-part study, authors investigated the attentional focus and self-regulatory strategies associated with: Part A - perceived effort corresponding to (RPEGET) and above gas exchange threshold (RPE+15%GET); Part B - between experienced and inexperienced cyclists during fixed perceived effort cycling tasks. Eighteen (15 male, 3 female) healthy, active individuals completed three visits (visit 1 – ramped incremental test and familiarisation, visit 2 and 3–30-min fixed perceived effort cycling). During which, power output, heart rate, lactate, think aloud, and perceptual markers were taken. Random-intercepts linear mixed-effects models assessed the condition, time, and condition × time interactions on all dependent variables. Power output, heart rate, lactate and instances of internal sensory monitoring (t195=2.57,p=.011,β=0.95[0.23,1.68]) and self-regulation (t195=4.14,p=.001,β=1.69[0.89,2.49]) were significantly higher in the RPE+15%GET versus RPEGET trial. No significant differences between inexperienced and experienced cyclists for internal sensory monitoring (t196=−1.78,p=.095,β=−1.73[−3.64,0.18]) or self-regulatory thoughts (t196=−0.39,p=.699,β=−1.06[−6.32,4.21]) were noted but there were significant condition × time interactions for internal monitoring (t196=2.02,p=.045,β=0.44[0.01,0.87]) and self-regulation (t196=3.45,p=.001,β=0.85[0.37,1.33]). Seemingly, experienced athletes associatively attended to internal psychophysiological state and subsequently self-regulate their psychophysiological state at earlier stages of exercise than inexperienced athletes. This is the first study to exhibit the differences in attentional focus and self-regulatory strategies that are activated based on perceived effort intensity and experience level in cyclists.

Psychological and experiential contributors to experienced cyclists’ on-road cycling behaviour: A path analysis study

Cyclists’ behaviour may be characterised as both positive and negative, although research has typically focused on the latter – notably, behaviours such as crashes, collisions, and errors. Cyclist distraction is often implicated in these negative behaviours. However, there is a dearth of research on the psychological correlates of errant cycling behaviours and distraction. We distributed an online survey that included a combination of established and novel measures to 191 experienced cyclists (155 M, 36 F; aged 18–80 yrs, M age = 57.03 yrs) to ascertain their self-reported cycling behaviour and experience, their attentional style, their cycling self-efficacy and their negative experiences whilst cycling. We conducted path analysis to explore relationships between these variables – specifically, to determine whether self-reported cycling behaviour and negative experiences would be predicted by attentional style, cycling self-efficacy, and cycling experience. Of the statistically significant relationships, Internal Distraction Control negatively predicted cyclists’ self-reported errors (b = -0.235) and violations (b = -0.195). The cyclists’ years of urban cycling positively predicted their errors (b = 0.068), violations (b = 0.046) and negative experiences (b = 0.05) when cycling. Cycling self-efficacy positively predicted violations (b = 0.003) and negatively predicted positive behaviours (b = -0.002). These results suggest that a combination of psychological and experiential factors explain some of the variance in self-reported cycling behaviours – particularly negative ones. Road user entropy in UK towns and cities is set to increase as micromobility usage increases. Formal assessment of cyclists’ capabilities, particularly their ability to deal with distractions, may be crucial to mitigate the consequences.

Cycling to work and making cycling work: What makes committed utility cyclists despite perceived risks of air pollution and traffic?

IntroductionCycling as an active mode of transport contributes to an environmentally friendly and healthy system of mobility. An increasing body of research has examined human-centred factors influencing cycling modal share, yet there is still need for more data on perceived risks, mitigation strategies, and their impact on the subjective safety of cyclists. In this study, we analyse cyclists’ risk perception concerning air pollution and traffic and how these risks are mitigated. We provide insights into the habitus of committed utility cyclists and draw conclusions for the social and cultural factors influencing a cycling-friendly mobility culture. MethodsFocusing on one central route through the German city of Aachen, we conducted problem-centred interviews with ten utility cyclists who had cycled the route regularly over a longer period of time. Interviews were analysed with qualitative content analysis method. ResultsThe cyclists mitigated their perceived risks of air pollution and traffic by employing strategies that may seem counter-intuitive to non-cyclists or less experienced cyclists. Strategies included speeding up instead of braking or taking up more road space. We hypothesise that experiences of subjective safety are not necessarily due to the absence of risks but are dependent on the perceived efficacy of individual mitigation strategies for perceived risks. ConclusionIn-depth analysis of risk perception and mitigation strategies of committed cyclists can help planners to design better functioning infrastructure that ultimately can make cycling more diverse and inclusive. Understanding the habitus of committed cyclists contributes to understanding potential cultural and social factors impacting utility mobility behaviour. Advancing cycling research towards a more human-centred and movement-focussed understanding of mobility can ultimately contribute to more sustainable transport planning.

Pedaling cadence does not affect aerobic performance during an incremental maximal test among male and female adult cyclists

The purpose of the study was to evaluate the effect of pedaling at the energetically optimal cadence (EOC) on aerobic capacity and cycling efficiency in experienced male and female adult cyclists. Twenty-four experienced cyclists underwent a progressive, maximal metabolic exercise test on a cycling ergometer pedaling at their freely chosen cadence (FCC). EOC was determined by maintaining an output of 65% of peak power during seven consecutive 3-minute stages of cadences between 50 rpm to 110 rpm in 10 rpm increments in a randomized order. Cyclists were then randomized to either an FCC or EOC group and performed a second maximal exercise test. Oxygen consumption (VO2max), time to exhaustion (Tmax), ventilatory threshold (VO2VT) and time to ventilatory threshold (TVT) were compared between the FCC and EOC groups. Submaximal average oxygen consumption was significantly higher during FCC (85±11 rpm) than EOC (60±8 rpm; 38.2±6.64 ml/kg/min v. 35±7.7 ml/kg/min, p&lt;0.001). There were no significant interactions between group and order of maximal exercise tests with respect to VO2max (b=1.59, p=0.38), Tmax (b=0.31, p=0.55), VO2VT (b=0.05, p=0.98) or TVT (b=0.18, p=0.82). FCC was significantly lower among female cyclists compared to male cyclists. We conclude that cycling at EOC at submaximal workloads demands less oxygen consumption than FCC, but does not significantly improve VO2max, and that there may be sex-specific differences with regards to FCC among experienced adult cyclists.

Effects of increasing physical load and fatigue on the biomechanics of elite cyclists

In this study, we propose to expand the research on the biomechanics of cycling, including changes caused by riding at different intensity levels and fatigue, similar to training or competition. Six well-trained, experienced male road cyclists (27.17 ± 3.89 years; 180.41 ± 5.31 cm; 75.23 ± 4.91 kg) with 8.3 ± 4.85 years of (professional) experience in road cycling underwent a lactate test, starting with 100 W and an increment of 20 W every 3 minutes until total exhaustion. Afterward, subjects drove an increment of 50 W every 3 minutes, starting again with 100 W and ending with 250 W (post-test). Changes in position were recorded via 2D video analysis. We found that with higher power output relative to the individual anaerobic threshold (IAT), the joint angles changed. No significant differences were present for the pre–post comparisons of the examined angles, which should map the influence of fatigue (p &gt; .05). Future research should try to observe cycling movement in more realistic settings, such as cycling-specific fatigue or during an outdoor ride, as the biomechanics under these conditions are of particularly high relevance for the athletes. Overall, the results suggest performing bike fitting more individually and in more realistic situations or setting.

Experimental Study of Cyclist’ Sensitivity When They Are Overtaken by a Motor Vehicle: A Pilot Study in a Street without Cycle Lanes

The objective of this work is to study the sensitivity of cyclists who are overtaken by a motor vehicle in a street route without cycling lanes. To achieve this, an experimental method is proposed in which 17 cyclists were recruited and classified into two groups: non-experienced users and experienced ones. In each run, the motor vehicle generated a stimulus presented on the route, considering different speeds and distances in the overtaken maneuver of the motor vehicle. The sensitivity was reported by audiovisual records to capture the stimuli to which they were subjected. The results obtained show that an experienced cyclist reacts 1.27 times faster than a non-experienced one. This advantage gives experienced users greater safety and a level of confidence on the road, since being able to go faster, reduces their relative speed difference with motor vehicles and gives such cyclists a greater feeling of comfort during their trip. As future research, it is proposed to carry out studies with different types of cyclists and group size to be able to compare the perceived sensitivities of making the trip individually versus one made collectively for different types of road infrastructure such as dedicated cycling pathways.

Do Race Results in Youth Competitions Predict Future Success as a Road Cyclist? A Retrospective Study in the Italian Cycling Federation.

The aim of this study was to investigate the relationship between youth road cycling success and becoming a professional cyclist. Specifically, the authors sought to analyze (1)the differences in the success scores in youth categories between future professional (PRO) and future nonprofessional (NON-PRO) cyclists, (2)whether relative age effect influences youth road cycling career pathways, and (3)whether youth competition success could predict a future career as a professional cyclist. The number of points gathered in the annual national ranking of 1345 Italian cyclists in the U17, U19, and U23 categories were retrospectively analyzed. Participants were divided into 2 groups: PRO (n = 43) and future NON-PRO (n = 1302), depending on whether they reached the professional level. PRO outperformed NON-PRO in all the youth categories considered (ie,U17, U19, and U23). Older cyclists within the same annual age group were not overrepresented in PRO and do not have an advantage over younger cyclists within all the competition years. The number of points gathered in youth competitions provides an indication of probability of becoming professional cyclists from U17 onward with the predictive value increasing with age category. Handling the transition to a new age group well (especially the U19-U23 transition), and therefore having success competing against older and more experienced cyclists, is an important factor for talent identification in youth cycling.

A Rider-Centered Critical Decision Method Study to Better Understand the Challenges to Further Uptake of Cycling

Despite the many benefits of cycling, there is still a widespread perception that riding bicycles on public roads is unsafe. There has been a substantial increase in cycling research over the past decade, but little work has explored the challenges to greater uptake of cycling from a rider-centered perspective. To explore this, our research undertook a large international survey for experienced cyclists in which rider perspectives were explored using an in-depth process called the Critical Decision Method. The results revealed a wide range of self-reported cycling experiences, and most respondents classified themselves as either strong and fearless or enthused and confident. Few actual differences with respect to threatening incidents and rider countermeasures were present, illustrating how overall similarly experienced cyclists respond to threatening incidents. An overarching summary of all survey responses is presented with respect to each gender, then a more specific case study of two riders, one female and one male, is presented showing how many emotions and fear responses were similar for the different riders, but their coping strategies and reactions were somewhat different. It is concluded that further work to explore the issue from a rider-centered perspective is needed, and that the wide variety of cyclist types implies that there is no single recommendation for encouraging greater uptake of riding.

ANALYSIS OF REGULATORY DOCUMENTS ON THE ARRANGEMENT OF CYCLE LANES WITHIN URBAN STREETS

Today, the global interest in cycling is growing rapidly because cycling is an ecological, comfortable, healthy mode of transport that has certain advantages over other modes of transportation. However, the infrastructure should be developed very well. The development of cycling transport is slow in Ukraine. The article analyzed the existing public regulations on the width of bicycle lanes within urban streets, as well as a comparison of public and foreign safety requirements for cyclists. The realm of application of the existing regulatory documents is provided making cycle lanes and paths during the construction, reconstruction, and overhaul of streets and roads. The emergence of normative documents on bicycle infrastructure is a positive factor in Ukraine, but a basis for the development of public standards for the organization of bike paths was adopted European standards developed 10 years ago that doesn’t take into account today's requirements, but Germany adopted new guidelines on 28 June 2020. The analysis of the normative documents on the creation of cycle lanes snowed the smallest index in the criteria of safety. Cycle lanes with one-way traffic with a width of 1.50 are marked with markings, as Ukrainian norms are allowing, but they don’t assure requirements of safety and cannot ensure the attraction of potential users, and, accordingly, the development of cycling infrastructure. When the existing regulatory documents have been developing the standard parameters of bicycles and the capabilities of experienced cyclists were taken into account, while among potential users there are different age groups, persons with disabilities, etc., as well as modifications of bicycles with dimensions different that differ from the standard parameters. These are bicycles with an additional frame for transportation and training on behavior on the streets of teenagers, special ones that allow the use of persons with disabilities, cars with trailers, tricycles, tandems, including those with a wheelchair, cycle rickshaws and the like. The development of the public normative documents should be preceded by a thorough study of contemporary normative documents of the countries of the world. Changes in the normative document are proposed in accordance with safety requirements.

Safer cycling in older age (SiFAr): a protocol of a randomized controlled trial

BackgroundCycling has positive effects on health and the proportion of older cyclists is rising. However, the risk for older adults to be injured or killed by a bicycle accident increases. The aim of the ongoing project “Safer Cycling in Older Age (SiFAr)” is to promote safer cycling in community-dwelling older adults with a structured, multi-component exercise training.MethodsSiFAr is a randomized, controlled trial with a duration of 3 months for the intervention and a 6–9 months follow-up. We address community-dwelling persons aged 65 years and older living in the area Nürnberg-Fürth-Erlangen (Germany) who are either 1) beginners with the e-bike or 2) feeling self-reported unsteadiness when cycling or 3) uptaking cycling after a longer break. Long-term, experienced cyclists without subjectively reported limitations or worries when cycling are excluded. Participants are either randomized 1:1 to an intervention group (IG; receiving multi-component exercise program related to cycling, MEPC) or an active control group (aCG; receiving health and bicycle-related presentations, HRP). The purpose of this study is to investigate if the cycling competence of the IG will improve compared to the aCG. The cycling competence as primary outcome is tested not blinded in a standardized cycle course prior and after the intervention period, which consists of variant tasks requiring motor and cognitive skills related to traffic situations in daily life. Additional assessments such as physical functioning, quality of life, fear of falling, questionnaires regarding cycling behavior are obtained.To investigate the primary objective, regression analyses with difference of errors in the cycling course as independent variable and group as dichotomous dependent variable adjusted for covariates (sex, bicycle type) will be performed.The trial design is described in the present manuscript, using the extended CONSORT checklist for reporting pragmatic trials.DiscussionSince there is a lack of cycling-related interventions for older people, SiFAr aims to evaluate a standardized intervention to enhance cycling safety. The results of the SiFAr trial could contribute to the implementation of an evaluated cycling course concept promoting mobility and independence of older adults.Trial registrationThis study was registered with clinicaltrials.gov: NCT04362514 on April 27, 2020

Development and Evaluation of a Virtual Environment to Assess Cycling Hazard Perception Skills.

Safe cycling requires situational awareness to identify and perceive hazards in the environment to react to and avoid dangerous situations. Concurrently, tending to external distractions leads to a failure to identify hazards or to respond appropriately in a time-constrained manner. Hazard perception training can enhance the ability to identify and react to potential dangers while cycling. Although cycling on the road in the presence of driving cars provides an excellent opportunity to develop and evaluate hazard perception skills, there are obvious ethical and practical risks, requiring extensive resources to facilitate safety, particularly when involving children. Therefore, we developed a Cycling and Hazard Perception virtual reality (VR) simulator (CHP-VR simulator) to create a safe environment where hazard perception can be evaluated and/or trained in a real-time setting. The player interacts in the virtual environment through a stationary bike, where sensors on the bike transfer the player’s position and actions (speed and road positioning) into the virtual environment. A VR headset provides a real-world experience for the player, and a procedural content generation (PCG) algorithm enables the generation of playable artifacts. Pilot data using experienced adult cyclists was collected to develop and evaluate the VR simulator through measuring gaze behavior, both in VR and in situ. A comparable scene (cycling past a parked bus) in VR and in situ was used. In this scenario, cyclists fixated 20% longer at the bus in VR compared to in situ. However, limited agreement identified that the mean differences fell within 95% confidence intervals. The observed differences were likely attributed to a lower number of concurrently appearing elements (i.e., cars) in the VR environment compared with in situ. Future work will explore feasibility testing in young children by increasing assets and incorporating a game scoring system to direct attention to overt and covert hazards.

Understanding how to ensure efficient operation of cargo bikes on winter roads

Urban freight by motorized transport poses a threat to the sustainable development of modern city centers through extensive emissions of greenhouse gasses, contributing to congestion, and increasing the risk of traffic accidents. In addition, further densification of European city centers demands an effective use of urban areas. As urban planners are shifting their focus from automobiles to cyclists and pedestrians, the cargo bike has been used as an alternative to motorized vehicles for urban freight in several European cities. Flexible use of cargo bikes permits efficient delivery of goods in congested urban areas, with zero emissions. Cargo bikes are also becoming a part of the city logistics in northern countries like Norway, where they are prone to adverse weather conditions, low temperatures and roads covered with snow and ice. The Armadillo, a four-wheeled cargo bike from the Swedish company Velove, was used in Norway for its first winter in 2018/19. Based on the lack of research on how cargo bikes operate in northern climates and a hypothesis that cargo bikes operate with less efficiency on winter roads than in summer conditions, the two following research questions were formulated: 1. What challenges and obstacles are cargo bikes facing on winter roads? 2. How can we facilitate and ensure efficient operation of cargo bikes in northern climates? To answer these questions, two methodological approaches were applied. First, observations and GPS-tracking of a working cargo cyclist were performed on winter roads in Trondheim, Norway. Second, seven qualitative interviews were conducted among experienced cargo cyclists in several Norwegian cities. Calculated velocities for the observed cargo cyclist showed that the average velocity in general was 27.6% lower for winter trips than spring trips. The observations and the interviews show that even though snow, ice, slush and low temperatures reduces the cargo bikes efficiency, using cargo bikes for urban delivery on winter roads is fully feasible. The design of the Armadillo, sufficient clothing and good planning solves many of the challenges faced by cargo bikes on winter roads. In addition, a cargo bike with more durable parts, larger wheels and better illumination, as well as an increase in the amount of bicycle lanes, would further facilitate the efficient operation of cargo bikes in northern climates. The biggest challenge concerning the use of cargo bikes for urban delivery in northern countries, seems to be urban consolidation centers or micro depots as an essential prerequisite for effective operation. Such centers would also provide the cargo cyclists a warm place to take breaks and to load, charge and maintain the cargo bikes. The findings in this study are supposed to provide further knowledge for urban planners, municipalities, road owners and logistic companies on how to ensure efficient operation of cargo bikes on winter roads.

The decision to start commuting by bicycle in Bogotá, Colombia: Motivations and influences

Bogotá has recently seen an increase in bicycle commuting with this means of transport being currently used for around 880,000 daily trips, in contrast to 475,000 in 2011. What has led bicycle ridership to nearly double in nine years and what are the factors influencing a growing number of residents to switch to bicycle commuting? Using data from an intercept survey, we analyze the personal attitudes, commuting preferences, and mode change motivations of utilitarian bicyclists (people bicycling for work, study, shopping, errands, or health). We conducted an ordered probit model and statistical tests of differences in means between four statistically different quartiles based on the time period for which they have been bicycling. Quartiles of cyclists were further divided based on socioeconomic and attitudinal characteristics into two groups: those who have recently taken up bicycle commuting (people who started bicycling 3 years ago or less) and those experienced utilitarian cyclists who adopted this mode much earlier (people who started bicycling 4 years ago or more). Results show that recent and experienced cyclists differ in how they view the bicycle as a transport vehicle: recent cyclists were more motivated to switch to bicycling for rational reasons such as saving money and shifting from a poor-quality transit system while the longer-term cyclists were more motivated by a passion for bicycling.

Effects Of A Race Timer On The 3 Minute All-out Test For Critical Power

The Critical Power (CP) model provides a valuable insight into the physiological capacities of an individual to perform work by profiling both aerobic and anaerobic capacities. The 3 Minute All-Out Test for Critical Power (3MT) was developed as a time conscious method for obtaining CP as well as providing insights into the amount of work done above CP (WEP). Concerns about pacing during the test lead researchers to develop a protocol which blinds participants to time during the 3MT. Due to the role that knowledge of time plays in anticipation, pacing, and decision-making during exercise, this protocol may lead to inaccurate results obtained from the 3MT. PURPOSE: To investigate the effects of incorporating a race timer in the 3MT. METHODS: Twelve healthy active males (Age: 24.9 ± 2.2 yrs; Height: 180.4 ± 7.5 cm; Weight 78.1 ± 6.6 kg; VO2peak 53.9 ± 6.1 ml.kg.min) completed one VO2peak test and one 3MT familiarization trial before completing one standard 3MT and one 3MT with the presence of a countdown race timer in a randomized and counterbalanced order. Paired T-tests were used to compare CP, WEP, PPO, Mean Power, Total Work, VO2peak, & HRmax. RESULTS: CP was significantly higher in the timer condition (Timer: 276.7 ± 49.6 Watts vs. Standard: 267.51 ± 44.54 Watts, p = 0.02) while WEP was significantly lower in the timer condition (Timer: 12.47 ± 4.01 kJ vs. Standard: 13.71 ± 4.34 kJ, p = 0.004). No significant differences were observed in PPO, Mean Power, Total Work, VO2peak, & HRmax between trials. CONCLUSION: These results suggest that the knowledge of time (elapsed or remaining) may have a significant impact on CP and WEP in the 3MT. This impact may be due in part to the role that knowledge of time plays in pacing and decision making, and fits within the framework of the Affordances Competition Hypothesis. These findings warrant further investigation in more experienced cyclists in order to better understand what role knowledge of time plays in the 3MT.

The role of habit and the built environment in the willingness to commute by bicycle

We study the willingness of citizens to change from their habitual mode of transport to cycling, in the case of routine trips to work or study during the morning peak in Santiago, Chile. For this, we designed a relatively complex survey, including information about the current mode, preferences of respondents, indicators of perception, habits, and a question about their willingness to change mode. We used a sample of 805 individuals to estimate a hybrid ordinal logit model. This model included individuals’ socio-demographic variables, characteristics of the built environment, and the trip, as well as three latent constructs: spontaneity towards changing mode of transport; perception of risk regarding bicycle use; and availability of cycling-related facilities when using bicycles. The model confirms previous expectations; for example, the willingness to change to cycling diminishes with the length of the trip and with the age of the individual; also, people more habituated to their current mode are less willing to change it. In terms of public policy, the model provides several insights regarding incentives for using bicycles, including the need for structural changes to diminish the latent perception of insecurity held by less experienced cyclists.