In compliance with a worldwide there is a growing interest in cycling tourism even in the Czech Republic Cycling is getting modern and is starting to be an inseparable part of lifestyle. Today{\crq}s situation brings positive and negative consequences. The most important negative one is growing accident rate that is connected with considerable economic losses and mainly with casualties. The aim of this work was to collect dates concerning all accidents with bikers attendance in the region of České Budějovice from April 2006 to October 2006 and consequently to analyze cyclist{\crq}s injuries. By this research was found out that in corpus 60% of accidents with cyclists attendance result in head injury of the cyclist. This injury forms 35% of all cyclists{\crq} injuries in corpus. The second most frequent injury is a leg injury with 40%.

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Made available in DSpace on 2014-07-29T16:02:17Z (GMT). No. of bitstreams: 1 Dissertacao Fang pdf.pdf: 960409 bytes, checksum: c8b4323e6ccb3bedc18f73796fe0f97c (MD5) Previous issue date: 2011-03-25 / The main objective is to study the curves generated by the front and rear wheels of a bicycle from the standpoint of differential geometry. / O principal objetivo deste trabalho é estudar as curvas geradas pelas rodas traseira e dianteira de uma bicicleta do ponto de vista da Geometria diferencial.

The aim of this study was to compare NIRS (Near-infrared spectroscopy) and respiratory parameters measurement in determination of anaerobic treshold. Additionally changes in muscle oxygenation (SmO2) were described during incremental bicycle excercise. Fifteen subjects, 9 men and 6 women took part in this study. To verify the reliability of the measurement, the experiment was performed in the form of a test/retest with a few day's delay. The value of SmO2 was measured in m. gastrocnemius lateralis and m. vastus lateralis. In addition, respiratory parameters and pulse rate were recorded during the examination. The data obtained show that the breakpoint in the SmO2 dynamics determined by the NIRS method means that the excercise intensity above the anaerobic threshold is reached, because the breakpoint is located in the area of the Respiratory Compensation Point. In the SmO2 parameter, it is also possible to monitor the equilibrium state during the rest phase. The SmO2 parameter after the ramp log terminates exceeds the value in the rest phase, and returns to the quiescent value usually within 2 minutes. The test/re-test method has verified the reliability of the measurement.

During the last 25 years in law enforcement in the United States, there has been a universal practice of foot and/or bicycle patrols used to accomplish the goal of police patrol enforcement and the philosophy of community policing in metropolitan areas. These tactics of patrol have also been used in police departments in and around the State of Texas. This report is a research project on six major metropolitan police departments in the State of Texas, analyzing their allocation of foot and/or bicycle patrol units within their urban cities. The study assesses their early history in using these two police tactics to address criminal activity and their progression from foot patrol to bicycle patrol. The findings of this research support the proposition that major Texas police departments have adopted the practices and philosophies of other major urban police departments around the US, by using foot and/or bicycle patrols in their cities. There is evidence that major Texas police departments were using foot patrol during the early 1980s in support of community policing and gradually phased out this practice in the early 1990s to adopt the new enforcement tactic of policing on a bicycle.

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.

This paper is a part of the course PPU305 at Mälardalen University, the bachelor thesis. A companycurrently developing an electric bicycle had a concept of an innovative wheel containing no spokesand no hub. This meant that the functions these components usually fill needed to be solved in anotherway. The method for this product development process has been a combination of the genericalmethod, design thinking and the method used at the company. While the author was planning onworking with the generical method but soon became aware of the completely different method by thecompany, a more flexible method was adapted.With this background, two research questions were formulated:RQ 1: How can the driveline be constructed to fit with the planned design in an electric bicyclewheel?RQ 2: How does the development process work for the electric bicycle and its wheel in the companyin question, compared to other product development processes?The result was a framework carefully designed to be made of as little material as possible but still bestrong enough. This framework has two sides and is what mainly holds up the construction and makesit resistant to dynamic loads. Material selected for this construction is carbon fibre due to its lowdensity and high tensile strength. This work includes every part of the bicycle’s wheel including theskeleton framework mentioned above and everything between the two walls. The author has selectedmotor, bearings and spur gears suitable for the vehicle and made mounts and necessary fixtures forall.To decide that the framework was designed as efficiently as possible, several simulations inSolidWorks Simulation were made where different designs were compared against each other. Everyadjustment in the designed were direct results of the simulations. Although the simulations cannotfully replace a physical test, it gives an idea of how well the construction reacts to loads. To makesure that the material selected would stand the loads as expected, the material in question was orderedfrom planned deliverer and tested in a tensile test machine. This gave more accurate data regardingthe material properties that data collected from Granta Edupack, a material database. About thedevelopment process at the company, it was discovered that it has both similarities and differences tothe generic product development process and Design thinking. The biggest difference with the bothprocesses was the short-termed planning. The process most similar with the one used at the companywas Design thinking since they both depend on agility and creative thinking with iterative processes. / Detta arbete är utfört inom ramarna för kursen PPU305 vid Mälardalens högskola och är ettexamensarbete på högskoleingenjörsnivå. Ett företag som arbetade med utvecklingen av en elcykelföreslog ett koncept av ett innovativt hjul helt utan ekrar eller nav. Detta innebar att funktionerna somdessa komponenter fyllde behövde lösas på annat sätt. Metoden för detta produktutvecklingsprojekt ären kombination av den generiska produktutvecklingsprocessen, Design thinking samt metoden somanvändes vid företaget. Författaren hade inledningsvis intentionen att enkom arbeta med dengeneriska metoden, men upptäckte att detta inte var helt kompatibelt med metoden som användes vidföretaget. Detta ledde till en ändring av metodik. Med detta som bakgrund formulerades tvåforskningsfrågor:• Hur kan drivlinan konstrueras för att passa in i den tänkta designen för ett elcykelhjul?• Hur fungerar utvecklingsprocessen för elcykeln och dess hjul i det aktuella företaget, jämförtmed andra produktutvecklingsprocesser?Resultatet blev en fackverkskonstruktion som ersätter ekrarnas bärande funktion. Fackverket äromsorgsfullt designat för att optimera balansen mellan låg vikt och styrka. Fackverket är uppdelat itvå lika sidor och tar upp dynamisk last som hjulet utsätts för under färd. Materialval för dennakonstruktion är kolfiber på grund av sin låga densitet och höga styrka. Detta arbete inkluderarkonstruktion av alla cykelhjulets komponenter som sitter mellan dessa fackverksväggar. Författarenhar även valt ut en motor, rullningslager och kugghjul lämpliga för konstruktionen, samt designatfästen och nödvändiga fixturer för samtliga komponenter.Under designarbetet med fackverksväggarna gjordes åtskilliga iterationer av kraftsimulationer iSolidWorks Simulation och designmodifieringar i syfte att säkerställa en så stark konstruktion sommöjligt. Resultaten av kraftsimuleringarna kan inte till fullo återspegla verkliga lastförhållanden, mendet kan ge en grundläggande bild av hur konstruktionen reagerar på last. För att säkerställa att detvalda materialet lever upp till förväntningarna beställdes materialet från avsedd leverantör ochtestades i en dragprovsmaskin. Detta gav mer precisa materialdata än vad den huvudsakliga källan förmaterialdata, Granta EduPack, kunde ge. Gällande utvecklingsprocessen vid företaget befanns att denbåde har stora skillnader och likheter med den generiska produktutvecklingsprocessen och Designthinking. Den största skillnaden mot bägge metoder är upplägget av den kortsiktiga planeringen. Mestpåminde företagets metod om Design thinking, då de båda bygger på agil ledning och kreativttänkande med iterativa processer.

This diploma thesis is focused on design proposal of bicycle frame, which is powered by human force and then strength analysis of designed frame. Vehicle is designed to city and relates to physically handicapped persons and elderly people. This thesis content comparison of different types of bicycles.

This paper summarizes the problems of human thermoregulation and its measurement, with a focus on the method of indirect calorimetry in resting conditions at different ambient temperatures and during physical activity. It also introduces the issue of human thermal comfort and the methodology of its monitoring using thermal manikin. It describes PowerCube Ergo (Ganshorn, Germany) and Cardiovit AT-104 (Schiller, Switzerland), the diagnostic devices used to spiro-ergometry measurements. It introduces the options to export data. The work proposes the protocol for measuring the thermoregulation of the small group of volunteers, which is realized by the practical part. According to the same protocol is monitored thermal comfort of the thermal manikin. In MATLAB is created the application, allowing clear analysis of measurement records. The data are evaluated and discussed.

The aim of this thesis is to solve construction adjustments on the street Štefánikova in Zlín with intersections modifications in the affected area. The documentation contains traffic calming solution for this street and it also deals with cycle tracks. Furthermore, the work deals with appropriate adjustments on bus stops and nearby sidewalks. All construction works are designed in accordance with the valid building codes and regulations.