Title: The influence of bicycle saddle position on muscle tone of the triceps surae muscle Objectives: The aim of this thesis is to find out what is the effect of changing the bicycle saddle position on muscle tone of triceps surae muscle. And whether the higher seat position will also increase muscle tone of the calf muscle. Methods: The thesis is divided into the theoretical part, where there is the information from the scientific literature on the subject and a practical part. The theoretical part includes anatomical descriptions and rheological properties of skeletal muscles, muscle tension and its regulation. Part of it is also the biomechanics of cycling, bike geometry and the options of bicycle seat setting and also the risk implications of the incorrect bicycle seat position. The practical part was prepared as a research by measuring of muscle tone by the myotonometer. For measurement was used the triceps surae muscle of the seven probands on the dominant lower limb. The measurement were twice two weeks apart with the different bicycle seat height. Results: The measurement results confirmed that change of bicycle saddle position has an influence on the muscle tone and that the higher saddle position will also increase muscle tone of the calf muscle. Keywords: bicycle saddle position, saddle...

3 ABSTRACT Title: Comparison of lactate level at the same load in a swimming treadmill and on a bicycle ergometer Subject: 6 students (3 girls and 3 boys) from the first year of Bachelor's study at the Faculty of Physical Education and Sport of the Charles University at the age of 20,5 years ± 3 years took part in this research. Goal of the research: To compare demands of the load in the swimming flume with the same load on the bicycle ergometer, mainly at the level of the anaerobic threshold. Methods: We tested students by the method Critical Swimming Speed (CSS) for finding out their anaerobic threshold. Then students swam physical tests in the swimming treadmill - flume. The test consists of three 6 min parts. The first part of the swimming test was under the level of the CSS, the second part was at the level of the CSS and the third part was above the level of the CSS. We used the device for measuring the beat frequency (sport-testers) for obtaining information about changes of the heart rate (HR) during tests. Afterwards we accomplished tests on the bicycle ergometer, where we maintained HR at the same levels as in the load in the flume. We measured level of blood lactate (LA) after every 6 min part in the flume and on the ergometer. We statistically processed resulted values of LA by the Wilcoxon...

A dose response relationship between carbohydrate (CHO) ingestion and exercise performance has not been consistently reported. Additionally the underlying metabolic and neuromuscular explanations for an improvement in performance with increasing doses of CHO have not been fully explained. In Chapter 2 of this thesis 20 male cyclists completed 2 h of submaximal exercise followed by a time trial task (531 ± 48KJ). Three CHO electrolyte beverages, plus a control (water), were administered during a 2 h ride providing 0, 20, 39 or 64 g CHO·h-1 at a fluid intake rate of 1 L·h-1. Performance was assessed by time to complete the time trial task, mean power output sustained, and pacing strategy used. Mean task completion time (min:sec ± SD) for 39 g·h-1 (34:19.5 ± 03:07.1, p=0.006) and 64 g·h-1 (34:11.3 ± 03:08.5 p=0.004) of CHO were significantly faster than control (37:01.9 ± 05:35.0). The mean percentage improvement from control was -6.1% (95% CI: -11.3 to -1.0) and -6.5% (95% CI: -11.7 to -1.4) in the 39 and 64 g·h-1 trials respectively. The 20 g·h-1 (35:17.6 ± 04:16.3) treatment did not reach statistical significance compared to control (p = 0.126) despite a mean improvement of -3.7% (95% CI -8.8 to 1.5%). These data demonstrate that consuming CHO at a rate between 39 to 64 g·h-1 is likely to be optimal for most individuals looking to utilise a single source CHO as an ergogenic aid during endurance performances lasting less than 3 hrs. Attempts have been made to try and understand the acute metabolic regulation that occurs when ingesting increasing amounts of CHO. However, no one study has fully investigated the metabolic mechanisms underlying graded increments of CHO ingestion. In Chapter 3 we aimed to utilise stable isotopes and blood metabolite profiles to examine the integrated physiological responses to CHO ingestion when ingested at rates throughout the range where performance gains appear greatest. Twenty well-trained male cyclists completed 2 h constant load ride (95% lactate threshold, 185 ± 25W) where one of three CHO beverages, or a control (water), were administered every 15 min, providing participants with 0, 20, 39 or 64 g CHO·h-1 at a fixed fluid intake rate of 1L·h-1. Dual glucose tracer techniques (6,6,2H2 glucose and U13C labelled glucose) were used to determine glucose kinetics and exogenous carbohydrate oxidation (EXO) during exercise. Endogenous CHO contribution was suppressed in the second hour of exercise when consuming 39 and 64 g·h-1 in comparison to 0 g·h-1 (-7.3%, 95%CI: -13.1 to -1.6 and -11.2%, 95%CI: -16.9 to -5.5 respectively). Additionally, consuming 64 g·h-1 suppressed the endogenous CHO contribution by -7.2% (95%CI: -1.5 to -13.0) compared to the 20 g·h-1 treatment. Exogenous CHO oxidation rate increased by 0.13 g·min-1 (95%CI: 0.10 to 0.15) and 0.29 g·min-1 (95%CI: 0.27 to 0.31) when consuming 39 and 64 g·h-1 in comparison to 20 g·h-1 of CHO. Peak exogenous CHO oxidation rates were 0.34 (0.06), 0.54 (0.09) and 0.78 (0.19) g·min-1 for 20, 39 and 64 g·h-1 respectively. Plasma NEFA concentration was 0.10 (95%CI: 0.07 to 0.13), 0.12 (95%CI: 0.10 to 0.16) and 0.16 (95%CI: 0.13 to 0.19) mmol.L-1 higher when consuming 0 g·h-1 in comparison to 20, 39 and 64 g·h-1 respectively. Both 39 and 64 g·h-1 were effective at sparing endogenous CHO stores of which it is estimated that most of this is liver glycogen sparing, but the measured response was highly variable between individuals. Consuming 39 g·h-1 of CHO appears to be the minimum ingestion rate required to have a significant metabolic effect that results in an increase in performance. Recent research has indicated a key role of endogenous CHO sensing and oral glucose sensing in maintaining central drive and peripheral function during endurance exercise tasks. Consuming 39 and 64 g·h-1 of CHO elicits the greatest improvements in performance and also demonstrate a similar metabolic response. The improvement in subsequent time trial performance when consuming 39 and 64 g·h-1 coincided with significant alterations in whole body substrate usage that lead to endogenous CHO sparing at the same ingestion rates. In Chapter 4 we aimed to utilise gold standard neuromuscular function assessment techniques, alongside novel measures, to investigate the effect of consuming different rates of CHO on neuromuscular function during and following prolonged cycling exercise. In a double-blind, randomised cross-over design, well-trained male cyclists (n=20, mean±SD, age 34 ± 10 y, mass 75.8 ± 9 kg, peak power output 394 ± 36 W, V̇O2max 62 ± 9 ml·kg-1·min-1) completed 2 familiarisation trials then 4 experimental trials. Trials involved a 2 h submaximal ride followed by a high intensity time trial task lasting approx. 35 min with each of 0, 20, 39 and 64 g·h-1 CHO ingestion rates during submaximal exercise. Each trial involved pre and post exercise assessments (MVC, Mwave twitch potentiation and force, motor unit recruitment and firing rate assessment using high density EMG) and during exercise (gross EMG amplitude). MVC peak torque values were reduced post exercise by -20.4 nM (95%CI: -26.5 to -14.4) in comparison to pre value on all trials with no differences between trials. The firing rates of early recruited motor units significantly increased by 1.55 pps (95%CI: 0.51 to 2.59) following exercise in comparison to pre-exercise rates. Gross EMG during the 2 h cycling bout revealed a main effect of treatment (p<0.01) but post hoc comparisons provided no clarity and likely reflect methodological issues. Consuming CHO at ingestion rates between 20 and 64 g·h-1 had little to no impact on the neuromuscular function of well-trained cyclists when comparing pre and post fatiguing exercise values. Despite differences in time trial completion time between trials, following exercise to fatigue in an endurance task, no post exercise differences were detected.

O objetivo desta dissertação é traçar a situação e a perspectiva da inserção da bicicleta no planejamento de mobilidade em São Paulo e no Brasil. Para tal, estudou-se o processo de formação da cidade e dos elementos de mobilidade urbana na cidade capitalista. Também buscou-se identificar o processo histórico de reprodução da sociedade brasileira, a acumulação entravada. Foram estudados os modelos de implantação de políticas nacionais e os motivos que tornaram alguns países referência em modelo de planejamento cicloviário. Identificou-se o impacto do Protocolo de Quioto na política pró-bicicleta, apresentando elementos do maior impacto mundial, as bicicletas púbicas, ou compartilhamento de bicicletas. Simultaneamente, foi estudada e analisada a produção de uma consultoria, por mim fundada, especializada em planos e projetos cicloviários, com elaboração de projetos em todas as regiões do Brasil. Apresenta-se também a metodologia de planejamento cicloviário que se faz cada vez mais necessária e fomentada pela nova Política Nacional de Mobilidade Urbana, lei que será aplicada a partir de 2015. Por fim, é apresentado um metaprojeto na Avenida Paulista, que demonstra diferentes soluções devido a possibilidades com diversos cenários, e as considerações finais acerca do impacto da política cicloviária na organização e qualificação do espaço. / The objective of this thesis is to outline the situation and the prospect of bicycle integration in mobility planning in São Paulo and Brazil. Therefore, we studied the formation process of the city and the elements of urban mobility in the capitalist city. We also sought to identify the historical process of reproduction of Brazilian society --the impeded accumulation. Models of implementation of national policies and the reasons that made some countries reference in bicycle planning model were studied. We identified the impact of the Kyoto Protocol in the pro bike policies, featuring elements of the its most profound impact: pubic bikes, or bike-sharing. At the same time, was studied and analyzed the work of a consultancy --founded by me-- specialized on cycling plans and projects, with projects done to all regions of Brazil. Then, we introduce the cycling planning methodology, that is increasingly required and encouraged by the new National Policy of Urban Mobility, law that will apply on 2015. Finally, we present a meta project on Paulista Avenue, which demonstrates different solutions due to possibilities according to several scenarios, and the final considerations about the impact of cycling policy on the organization and qualification of space.

Transportation planners need to assess users\' stress conditions on cycling infrastructures given that highly stressful situations can discourage the use of this sustainable transport mode. Not many studies have addressed the relationships between these environmental factors and users\' emotional responses in terms of objective measures of stress. The aim of this study is to explore a new approach for planning and evaluating cycling infrastructure, based on smart sensors. This new approach focuses on the perspective of monitoring parameters intrinsic to the user, such as emotions. In this perspective, the indicators of stress levels are made from directly measuring cyclists\' physiological responses throughout the journey. This approach makes use of technological resources to extract information from users through sensors and imparts this information in an integrated way to improve infrastructures for cyclists. The data were collected using stress and noise sensors, accelerometers embedded in a smartphone and a GPS. Initially, the problem is posed and we discuss how the design and evaluation of cycle paths has been addressed in the literature. The proposed approach identifies the most relevant contributions and research gaps, such as the lack of research based on objective criteria and research that involves designing and evaluating infrastructure scenarios shared with motor vehicles. In the sequence, an objective method for assessing bicycle infrastructures combining environmental assessment with vertical acceleration measurements was proposed in order to improving data collection and other procedures required for assessing the main components of cycling infrastructures. Subsequently, a tool to characterize traffic stress of cycling routes, called the Level of Traffic Stress (LTS), was validated with physiological measures in the urban context of a mediumsized Brazilian city. It was observed that there is no correlation and little agreement between the parameters. It is also emphasized that even when incorporating information about the traffic speed to the LTS tool, it was not significantly related to stress from the perspective of the cyclist. In the final analysis the influence of noise, vibration, cycle paths and period of day on stress experienced by cyclists was investigated. An analysis of the p-values and odds ratio confidence intervals shows, with a 95% confidence level, that only the period of the day influenced stress, as confirmed by the data. In this case, the chances of having stress increased by 24% in the afternoon rush hour compared to the morning rush hour. This study showed the feasibility of stress assessment in cyclists using an objective measurement method, as well as quick identification of critical levels of stress. / Os planejadores de transporte precisam avaliar as condições de estresse dos usuários em infraestruturas cicloviárias, uma vez que situações de alto estresse podem desencorajar o uso deste modo de transporte sustentável. Poucas pesquisas têm questionado se existe alguma relação entre esses fatores ambientais e a resposta emocional em termos de medidas objetivas do estresse. O objetivo deste trabalho é explorar a incorporação de sensores inteligentes no planejamento e avaliação da infraestrutura cicloviária. Essa nova abordagem é focada na perspectiva de monitorar parâmetros intrínsecos ao usuário, como as emoções. Nesta perspectiva, os indicadores dos níveis de estresse são feitos a partir da medição direta de respostas fisiológicas em ciclistas ao longo do percurso. Essa abordagem aproveita os recursos tecnológicos para extrair informações dos usuários e permitir o uso dessas informações de forma integrada para melhorar a infraestrutura dos ciclistas. Os dados foram coletados por meio de sensores de estresse, de ruído e acelerômetros incorporados a um smartphone e GPS. Inicialmente é apresentado o problema e como o projeto e avaliação das ciclovias tem sido abordada na literatura. A abordagem proposta permitiu identificar as contribuições mais relevantes e as lacunas de pesquisa, tais como, a falta de pesquisas baseadas em critérios de objetivos e a falta de pesquisas que envolvam o desenho e a avaliação de cenários de infraestrutura compartilhados com veículos automotores. Em seguida foi proposto um método objetivo de avaliação de infraestruturas cicloviárias, combinando a avaliação ambiental com medições de aceleração vertical, a fim de melhorar a coleta de dados e outros procedimentos necessários para avaliar os principais componentes das infraestruturas cicloviárias. Na sequência uma ferramenta para caracterizar o estresse de tráfego de ciclovias, denominada Level of Traffic Stress (LTS), foi validada com medidas fisiológicas no contexto urbano de uma cidade brasileira de porte médio. Observou-se que não há correlação e há pouca concordância entre esses parâmetros. Ressalta-se ainda que, mesmo ao incorporar informações de velocidade de tráfego à ferramenta LTS, não foi significativamente relacionado com estresse medido sob a perspectiva do ciclista. Por fim, foi investigada a influência do ruído, vibração, presencia ou ausência de ciclovias e período do dia no estresse experimentado pelos ciclistas. Uma análise dos valores de p e dos intervalos de confiança das razões de chances mostraram, com um nível de confiança de 95%, que apenas o período do dia influenciou o estresse. Neste caso, as chances de ter estresse aumentaram em 24% na hora pico da tarde em comparação com a hora pico da manhã. Este estudo mostrou a viabilidade da avaliação do estresse em ciclistas por meio de um método de medida objetiva além da rápida identificação dos níveis críticos de estresse.

No description available.

This paper evaluates the benefits of investments in cycling infrastructure for regional development. The case study deals with socio-economic impacts of cycling transport infrastructure built for the Orlicko-Třebovsko region. The main thesis does not assume profitability of such investments in socio-economic realm of the region. Overall societal benefit has been assessed through the cost-benefit analysis. Individual elements of the analysis are focused on short-term, long-term, direct and indirect effects for the development of the region. The benefits are to be found in connection with implementation, management and operation of the project as well as transport sector, services sector and recreation. Specific positive effects take mainly the form of business sales, employment and savings for the population. The analysis has taken note of certain positive effect that is nevertheless economically inadequate to the amount of initial investment. Therefore in this case cycling transport infrastructure proved to be ineffective tool of regional development.

O objetivo desta dissertação é traçar a situação e a perspectiva da inserção da bicicleta no planejamento de mobilidade em São Paulo e no Brasil. Para tal, estudou-se o processo de formação da cidade e dos elementos de mobilidade urbana na cidade capitalista. Também buscou-se identificar o processo histórico de reprodução da sociedade brasileira, a acumulação entravada. Foram estudados os modelos de implantação de políticas nacionais e os motivos que tornaram alguns países referência em modelo de planejamento cicloviário. Identificou-se o impacto do Protocolo de Quioto na política pró-bicicleta, apresentando elementos do maior impacto mundial, as bicicletas púbicas, ou compartilhamento de bicicletas. Simultaneamente, foi estudada e analisada a produção de uma consultoria, por mim fundada, especializada em planos e projetos cicloviários, com elaboração de projetos em todas as regiões do Brasil. Apresenta-se também a metodologia de planejamento cicloviário que se faz cada vez mais necessária e fomentada pela nova Política Nacional de Mobilidade Urbana, lei que será aplicada a partir de 2015. Por fim, é apresentado um metaprojeto na Avenida Paulista, que demonstra diferentes soluções devido a possibilidades com diversos cenários, e as considerações finais acerca do impacto da política cicloviária na organização e qualificação do espaço. / The objective of this thesis is to outline the situation and the prospect of bicycle integration in mobility planning in São Paulo and Brazil. Therefore, we studied the formation process of the city and the elements of urban mobility in the capitalist city. We also sought to identify the historical process of reproduction of Brazilian society --the impeded accumulation. Models of implementation of national policies and the reasons that made some countries reference in bicycle planning model were studied. We identified the impact of the Kyoto Protocol in the pro bike policies, featuring elements of the its most profound impact: pubic bikes, or bike-sharing. At the same time, was studied and analyzed the work of a consultancy --founded by me-- specialized on cycling plans and projects, with projects done to all regions of Brazil. Then, we introduce the cycling planning methodology, that is increasingly required and encouraged by the new National Policy of Urban Mobility, law that will apply on 2015. Finally, we present a meta project on Paulista Avenue, which demonstrates different solutions due to possibilities according to several scenarios, and the final considerations about the impact of cycling policy on the organization and qualification of space.

Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2017-11-14T12:34:20Z No. of bitstreams: 1 Fabio Scaringella Tarikian.pdf: 2584910 bytes, checksum: 9d6c6ce9e8afb2a6af3850006ea46728 (MD5) / Made available in DSpace on 2017-11-14T12:34:20Z (GMT). No. of bitstreams: 1 Fabio Scaringella Tarikian.pdf: 2584910 bytes, checksum: 9d6c6ce9e8afb2a6af3850006ea46728 (MD5) Previous issue date: 2017-10-30 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / Based on the analysis of the evolution of urban space and its main features throughout the historical and social development of the city of São Paulo, this dissertation presents a sociological analysis of the recent measures and policies to encourage the use of active transport, in particular the bicycle system, which has received a significant increase in recent years. Based on multidisciplinary tools, with special emphasis on the theory of 'Right to the City', we sought to deepen knowledge about the urban evolution model in the city of São Paulo, to correlate it with patterns of organization of mobility and transportation, considered as one of the main problems of the municipality today, in order to analyze its effects and consequences on social life in view of the mobilization around the appropriation or reconquest of the Urban Public Space / Tendo como pano de fundo a análise acerca do processo de evolução do espaço urbano e suas principais especificidades ao longo do desenvolvimento histórico e social na cidade de São Paulo, a presente dissertação faz uma análise sociológica sobre as recentes medidas e políticas de incentivo ao uso de transporte ativo, em especial o sistema cicloviário, que recebeu significativo incremento nos últimos anos. Partindo-se de ferramental multidisciplinar, com especial ênfase na teoria do ‘Direito à Cidade`, buscou-se aprofundar o conhecimento sobre o modelo de evolução urbana na cidade de São Paulo, para correlacioná-lo com padrões de organização de mobilidade e transporte, tido como um dos principais problemas do município atualmente, para, enfim, analisar seus efeitos e consequências sobre a vida social em vista da mobilização em torno da apropriação ou reconquista do Espaço Público Urbano

Cette thèse traite de la modélisation dynamique des systèmes non-holonomes intermittents et de son application à la bicyclette 3D de Whipple. Pour cela, nous nous sommes appuyés sur un ensemble d'outils en mécanique géométrique (réduction Lagrangienne et projection dans le noyau des contraintes cinématiques essentiellement). Dans un premier temps, nous avons traité le cas de la bicyclette persistante. En définissant l'espace des configurations du vélo comme un fibré principal de groupe structural SE(3), nous avons obtenu un modèle des points de contact et des contraintes exempt de toute non-linéarité associée à un paramétrage de type coordonnées généralisées. Cette formulation nous a permis d'obtenir le noyau des contraintes sous une forme symbolique sans singularité. Nous avons alors produit un modèle symbolique de la dynamique de la bicyclette persistante en utilisant la méthode de réduction par projection de sa dynamique libre dans le sous espace de ses vitesses admissibles. Cette approche étend le cadre général mis au point ces dernières années pour la locomotion bio-inspirée. Profitant de la structure de SE(3), un modèle de la bicyclette intermittente a été proposé dans le cadre d'une approche événementielle. L'adoption du modèle physique de l'impact plastique, nous a permis d'étendre la méthode de réduction par projection au cas intermittent. Nous avons alors comparé notre approche "réduite" à l'approche classiquement utilisée et avons montré qu'elles partageaient une interprétation géométrique commune. Ces outils ont finalement été appliqués à la simulation de la bicyclette intermittente afin d'illustrer la richesse de sa dynamique. / This thesis deals with the dynamic modelling of intermittent non-holonomic systems andits application to the Whipple 3D bicycle. To that end, we relied on a set of tools in geometric mechanics (mainly Lagrangian reduction and the projection in the kernel of the kinematic constraints). In the first instance, we have addressed the case of the bicycle subjected to persistent contacts. By defining the space of the bicycle configurations as a principal fibre bundle with SE(3) as structural group, we obtained a model of the contact points and of the constraints free of any non-linearities associated with a generalized coordinate type configuration. This formulation allowed us to obtain the kernel of the constraints in a symbolic form without singularity. We then produced a symbolic model of the dynamics ofthe bicycle subjected to persistent contacts using the projection reduction method of its free dynamics in the subspace of its permissible speeds. This approach extends the general framework developed in recent years for bio-inspired locomotion. Taking advantage of the structure of SE(3), a model of the intermittent bicycle was proposed as part of an event-driven approach. Moreover, the adoption ofthe physical model of plastic impact has allowed us to extend the projection reduction method to the intermittent case. We then compared our "reduced" approach to the conventional approach and showed that they shared a common geometric interpretation. These tools were finally applied to the simulation of the intermittent bicycle to illustrate its rich dynamics.