University, Diss., 2006--Kassel.

Bachelor-Arbeit Univ. St. Gallen, 2008.

Master-Arbeit Univ. St. Gallen, 2007.

This study reviewed first the development of race result in canoe sprint during the past decades. The race results of MK1-1000 and WK1-500 have increased 32.5 % and 42.1 %, respectively, a corresponding 5.0 % and 6.5 % increase in each decade. The development of race results in canoe sprint during the past decades resulted from the contributions of various aspects. The recruitment of taller and stronger athletes improved the physiological capacity of paddlers. Direct investigation on energy contribution in canoe sprint enhanced the emphasis on aerobic capacity and aerobic endurance training. Advancement of equipment design improved the efficiency of paddling. Physiological and biomechanical diagnostics in canoe sprint led to a more scientific way of training. Additionally, other aspects might also have contributed to the development of race results during the past decades. For example, the establishment of national team after World War II provided the possibility of systematic training, and the use of drugs in the last century accelerated the development of race results in that period. Recent investigations on energetics in high-intensity exercises demonstrated an underestimate of WAER % in the table provided by some textbooks since the 1960s. An exponential correlation between WAER % and the duration of high-intensity exercises was concluded from summarizing most of the relevant reports, including reports with different methods of energy calculation. However, when reports with the MAOD and Pcr-La-O2 methods were summarized separately, a greater overestimate of WAER % from MAOD was found compared to those from Pcr-La-O2, which was in line with the critical reports on MAOD. Because of the lack of investigation of the validity of the comparisons between MAOD and Pcr-La-O2, it is still not clear which method can generate more accurate results and which method is more reliable. With regard to kayaking, a range of variation in WAER % was observed. Many factors might contribute to the variation of WAER % in kayaking. Therefore, the methods utilized to calculate the energy contributions, different paddling conditions, and the level of performance were investigated in kayaking. The findings indicated that the method utilized to calculate the energy contributions in kayaking, rather than paddling condition and performance level of paddlers, might be the possible factor associated with WAER %. Some other possible factors associated with WAER % still need to be further investigated in the future. After verifying the dependence of WAER % on the method of energy calculation, but not on paddling condition and performance level of paddlers, energy contributions of kayaking were investigated for the three racing distances on a kayak ergometer with junior paddlers. Energetic profiles in kayaking varied with paddling distances. At 500 m and 1000 m the aerobic system was dominant (with WAER % of 57.8 % and 76.2 %), whereas at 200 m the anaerobic system was dominant (with WAER % of 31.1-32.4 %). Muscular volume seemed to have an influence on absolute energy productions. The anaerobic alactic system determined the performance during the first 5 to 10 s. The anaerobic lactic system probably played a dominant role during the period from the 5th-10th s to 30th-40th s. The aerobic system could dominate the energy contribution after 30–40 s. This energetic profile in kayaking could provide physiological support for developing the training philosophy in these three distances. Additionally, the method introduced by Beneke et al. seemed to be a valid method to calculate the energy contributions in maximal kayaking. Energy contributions in canoeing were similar to those in kayaking. The relative energy contributions on open water canoeing were 75.3 ± 2.8 % of aerobic, 11.5 ± 1.9 % of anaerobic lactic, and 13.2 ± 1.9 % of anaerobic alactic at maximal speed of simulated 1000 m. Further, the C of canoeing seemed also to be similar to the reported findings in kayaking, with a function of y = 0.0242 * x2.1225. Training programs could be designed similarly for kayaking and canoeing with regard to energetic profile. In order to extend the findings on energetics in canoe sprint to other exercises, energy contributions in kayaking, canoeing, running, cycling, as well as arm cranking were compared with the same duration. Results indicated that WAER % during maximal exercises with the same duration seemed to be independent of movement patterns, given similar VO2 kinetics during the maximal exertion. The exponential relationship between WAER % and duration in maximal exercises could be supported by excluding the influence from movement patterns. Additionally, MLSS in kayaking was investigated. The blood lactate value of MLSS was found to be 5.4 mM in kayaking, which could expand the knowledge of MLSS in different locomotion. The MLSS in kayaking might be attributed to the involved muscle mass in this locomotion, which could result in a certain level of lactate removal, and allow a certain level of equilibrium between lactate production and removal. LT5, instead of LT4, was recommended for diagnostics in kayaking, given an incremental test as used in this study.

This study reviewed first the development of race result in canoe sprint during the past decades. The race results of MK1-1000 and WK1-500 have increased 32.5 % and 42.1 %, respectively, a corresponding 5.0 % and 6.5 % increase in each decade. The development of race results in canoe sprint during the past decades resulted from the contributions of various aspects. The recruitment of taller and stronger athletes improved the physiological capacity of paddlers. Direct investigation on energy contribution in canoe sprint enhanced the emphasis on aerobic capacity and aerobic endurance training. Advancement of equipment design improved the efficiency of paddling. Physiological and biomechanical diagnostics in canoe sprint led to a more scientific way of training. Additionally, other aspects might also have contributed to the development of race results during the past decades. For example, the establishment of national team after World War II provided the possibility of systematic training, and the use of drugs in the last century accelerated the development of race results in that period. Recent investigations on energetics in high-intensity exercises demonstrated an underestimate of WAER % in the table provided by some textbooks since the 1960s. An exponential correlation between WAER % and the duration of high-intensity exercises was concluded from summarizing most of the relevant reports, including reports with different methods of energy calculation. However, when reports with the MAOD and Pcr-La-O2 methods were summarized separately, a greater overestimate of WAER % from MAOD was found compared to those from Pcr-La-O2, which was in line with the critical reports on MAOD. Because of the lack of investigation of the validity of the comparisons between MAOD and Pcr-La-O2, it is still not clear which method can generate more accurate results and which method is more reliable. With regard to kayaking, a range of variation in WAER % was observed. Many factors might contribute to the variation of WAER % in kayaking. Therefore, the methods utilized to calculate the energy contributions, different paddling conditions, and the level of performance were investigated in kayaking. The findings indicated that the method utilized to calculate the energy contributions in kayaking, rather than paddling condition and performance level of paddlers, might be the possible factor associated with WAER %. Some other possible factors associated with WAER % still need to be further investigated in the future. After verifying the dependence of WAER % on the method of energy calculation, but not on paddling condition and performance level of paddlers, energy contributions of kayaking were investigated for the three racing distances on a kayak ergometer with junior paddlers. Energetic profiles in kayaking varied with paddling distances. At 500 m and 1000 m the aerobic system was dominant (with WAER % of 57.8 % and 76.2 %), whereas at 200 m the anaerobic system was dominant (with WAER % of 31.1-32.4 %). Muscular volume seemed to have an influence on absolute energy productions. The anaerobic alactic system determined the performance during the first 5 to 10 s. The anaerobic lactic system probably played a dominant role during the period from the 5th-10th s to 30th-40th s. The aerobic system could dominate the energy contribution after 30–40 s. This energetic profile in kayaking could provide physiological support for developing the training philosophy in these three distances. Additionally, the method introduced by Beneke et al. seemed to be a valid method to calculate the energy contributions in maximal kayaking. Energy contributions in canoeing were similar to those in kayaking. The relative energy contributions on open water canoeing were 75.3 ± 2.8 % of aerobic, 11.5 ± 1.9 % of anaerobic lactic, and 13.2 ± 1.9 % of anaerobic alactic at maximal speed of simulated 1000 m. Further, the C of canoeing seemed also to be similar to the reported findings in kayaking, with a function of y = 0.0242 * x2.1225. Training programs could be designed similarly for kayaking and canoeing with regard to energetic profile. In order to extend the findings on energetics in canoe sprint to other exercises, energy contributions in kayaking, canoeing, running, cycling, as well as arm cranking were compared with the same duration. Results indicated that WAER % during maximal exercises with the same duration seemed to be independent of movement patterns, given similar VO2 kinetics during the maximal exertion. The exponential relationship between WAER % and duration in maximal exercises could be supported by excluding the influence from movement patterns. Additionally, MLSS in kayaking was investigated. The blood lactate value of MLSS was found to be 5.4 mM in kayaking, which could expand the knowledge of MLSS in different locomotion. The MLSS in kayaking might be attributed to the involved muscle mass in this locomotion, which could result in a certain level of lactate removal, and allow a certain level of equilibrium between lactate production and removal. LT5, instead of LT4, was recommended for diagnostics in kayaking, given an incremental test as used in this study.

The work deals with two problems of mass rapid transit system operation: The development of flexible timetables and the realisation of flexible timetables. In both cases, genetic algorithms are used. In the process of (flexible) timetabling in suburban railways, a transport offer perfectly adapted to demand is searched for (temporal and spatial adaptation of demand as well as adaptation of capacity of the trains). After determination of the number of train runs per line and hour and their capacity, optimal departure times have to be found (with a precision of a minute down to 10 s), which fulfil criterias of the passengers (short waiting times) as well as of the operator (small number of vehicles needed). Two different codings for use with genetic algorithms have therefore been developed. They are tested on several case studies of the Dresden suburban railway network, assuming different degrees of flexibilisation. In the process of realising a flexible timetable, transitions between train headways as well as running time and dwell time reserves (margins in the order of a few seconds) are slightly modified in order to coordinate braking and accelerating trains and thereby reduce energy costs of a system of trains. Genetic algorithms can be applied for this problem as well, the proposed methods are tested on several case studies (S-Bahn Berlin, Metro Lille). / Die Arbeit behandelt zwei Probleme der Betriebsplanung von Stadtschnellbahnen: Die Erstellung flexibler Fahrpläne und die Umsetzung flexibler Fahrpläne. In beiden Fällen werden zur Lösung Genetische Algorithmen verwendet. Bei der Ermittlung flexibler Fahrpläne von S-Bahnen wird ein bestmöglich an die Verkehrsnachfrage angepasstes Verkehrsangebot gesucht (zeitlich, räumlich und bezüglich der Kapazität der einzelnen Züge angepasst). Nach stundenfeiner Festlegung der Fahrtenhäufigkeiten und Kapazitäten der einzelnen, sich überlagernden Linien werden deren Abfahrtszeiten gesucht (mit einer Genauigkeit von Minuten bis etwa 10 s), so dass sowohl die Wünsche der Fahrgäste nach gleichmäßigen Zugfolgezeiten als auch Betreiberwünsche (geringe Fahrzeuganzahl) erfüllt werden. Hierzu werden zwei verschiedene Kodierungen für die Verwendung mit Genetischen Algorithmen vorgestellt und das geschaffene Verfahren an verschiedenen Flexibilisierungsszenarien für die S-Bahn Dresden erprobt. Bei der Umsetzung flexibler Fahrpläne, die sich im Bereich weniger Sekunden abspielt, werden Übergänge zwischen Zugfolgezeiten, Fahr- und Haltezeitreserven geringfügig modifiziert, so dass durch bestmögliche Koordination von Anfahr- und Bremsvorgängen eines Systems von Zügen die Energiekosten minimal werden. Methodisch werden wiederum Genetische Algorithmen verwendet, die Erprobung des Verfahrens erfolgt anhand von Linien der S-Bahn Berlin und der Metro in Lille.

Inhalt: Integrale Planung thermisch aktiver Flächen – Fehlerpotential und Lösungsvorschläge aus der Sicht des Technischen Gebäudeausrüsters Salzsanierung an Bauteilen in Beispielen Wärmeschutz im Spannungsfeld zwischen Errichter und Nutzer von Gebäuden Feuchteschäden bei ausgebauten Dachgeschossen, EnEV 2002 – Die Energieeinsparverordnung tritt in Kraft! Was nun ? Planungsfehler bei Fußbodenkonstruktionen anhand von Schadensfällen aus der Sicht des Sachverständigen Heizen mit der Sonne – Zur Integration thermischer Solaranlagen in Großprojekten Bauen mit Glas – auf dem Wege zum Licht

Diss. Univ. Bern, 2006. / Im Buchh.: London : C. May. Bibliogr.

The work deals with two problems of mass rapid transit system operation: The development of flexible timetables and the realisation of flexible timetables. In both cases, genetic algorithms are used. In the process of (flexible) timetabling in suburban railways, a transport offer perfectly adapted to demand is searched for (temporal and spatial adaptation of demand as well as adaptation of capacity of the trains). After determination of the number of train runs per line and hour and their capacity, optimal departure times have to be found (with a precision of a minute down to 10 s), which fulfil criterias of the passengers (short waiting times) as well as of the operator (small number of vehicles needed). Two different codings for use with genetic algorithms have therefore been developed. They are tested on several case studies of the Dresden suburban railway network, assuming different degrees of flexibilisation. In the process of realising a flexible timetable, transitions between train headways as well as running time and dwell time reserves (margins in the order of a few seconds) are slightly modified in order to coordinate braking and accelerating trains and thereby reduce energy costs of a system of trains. Genetic algorithms can be applied for this problem as well, the proposed methods are tested on several case studies (S-Bahn Berlin, Metro Lille). / Die Arbeit behandelt zwei Probleme der Betriebsplanung von Stadtschnellbahnen: Die Erstellung flexibler Fahrpläne und die Umsetzung flexibler Fahrpläne. In beiden Fällen werden zur Lösung Genetische Algorithmen verwendet. Bei der Ermittlung flexibler Fahrpläne von S-Bahnen wird ein bestmöglich an die Verkehrsnachfrage angepasstes Verkehrsangebot gesucht (zeitlich, räumlich und bezüglich der Kapazität der einzelnen Züge angepasst). Nach stundenfeiner Festlegung der Fahrtenhäufigkeiten und Kapazitäten der einzelnen, sich überlagernden Linien werden deren Abfahrtszeiten gesucht (mit einer Genauigkeit von Minuten bis etwa 10 s), so dass sowohl die Wünsche der Fahrgäste nach gleichmäßigen Zugfolgezeiten als auch Betreiberwünsche (geringe Fahrzeuganzahl) erfüllt werden. Hierzu werden zwei verschiedene Kodierungen für die Verwendung mit Genetischen Algorithmen vorgestellt und das geschaffene Verfahren an verschiedenen Flexibilisierungsszenarien für die S-Bahn Dresden erprobt. Bei der Umsetzung flexibler Fahrpläne, die sich im Bereich weniger Sekunden abspielt, werden Übergänge zwischen Zugfolgezeiten, Fahr- und Haltezeitreserven geringfügig modifiziert, so dass durch bestmögliche Koordination von Anfahr- und Bremsvorgängen eines Systems von Zügen die Energiekosten minimal werden. Methodisch werden wiederum Genetische Algorithmen verwendet, die Erprobung des Verfahrens erfolgt anhand von Linien der S-Bahn Berlin und der Metro in Lille.

Inhalt: Integrale Planung thermisch aktiver Flächen – Fehlerpotential und Lösungsvorschläge aus der Sicht des Technischen Gebäudeausrüsters Salzsanierung an Bauteilen in Beispielen Wärmeschutz im Spannungsfeld zwischen Errichter und Nutzer von Gebäuden Feuchteschäden bei ausgebauten Dachgeschossen, EnEV 2002 – Die Energieeinsparverordnung tritt in Kraft! Was nun ? Planungsfehler bei Fußbodenkonstruktionen anhand von Schadensfällen aus der Sicht des Sachverständigen Heizen mit der Sonne – Zur Integration thermischer Solaranlagen in Großprojekten Bauen mit Glas – auf dem Wege zum Licht