The purpose of this study was to estimate statewide and local economic impact resulting from snowmobiling activities in Utah to gain a better understanding of preferences and opinions of Utah snowmobilers. The results will provide valuable information for snowmobiling management. The survey instrument was designed to describe trip behavior, snowmobiling-related trip and annual expenditures, level of satisfaction with Utah snowmobiling opportunities, and demographics. A telephone survey was conducted with randomly selected households with registered snowmobiles during the period from April to June 2000. A 54.5% response rate yielded 373 usable completed questionnaires for data analysis. For economic impact analysis, an input-output model was applied using IMPLANTM software using the Utah Cross Industrial Matrix in 1999. From the survey, statewide trip and annual snowmobiling associated expenditures data were estimated. Then output, value added, employment, income, and tax impacts were estimated using IMPLAN. For trip characteristics, level of satisfaction, and demographics, analyses were made using descriptive statistics for quantitative data and content analysis for qualitative data. The results indicate that average household per trip and annual expenditures were $126 and $2,932, respectively. About $53 million of reported expenditures created $34 million in local output impact. Total output impact was largest in the Wasatch Front and Mountain Lands planning districts and smallest in the Southeast and Uintah Basin. These results also indicate that the most popular snowmobiling area, Hardware Ranch, Monte Cristo, and Logan Canyon area in the Bear River planning district, had not necessarily received a large economic gain. The survey participants were moderately satisfied with snowmobiling facilities and services in Utah. However, there were still needed improvements in facilities and services, especially parking space availability and trail grooming.

The topic of this thesis is creating a design of electric snowmobile considering technical, ergonomic and aesthetic requirements of this product. Based on marketing, technical and design analysis a design of electric snowmobile of the near future (5-10 years) is created. Built on knowledge of present models, it develops further certain ergonomic, design and other features. Thesis is focused mainly on the design of snowmobile with possibility of utility use for ski resorts and similar.

This thesis deals with design of snowmobile with hybrid drive. Such a kind of product is supposed to create a new category of snowmobiles in the near future, which is main motivation point. The aim is to design comprehensive product reflecting ergonomical and technological requirements. Center of focus of the project is design that brings new elegant timeless solution.

Snowmobiling is one of the major outdoor winter sports in Cache County, Utah. Despite its popularity, it has run into several problems, among which the most noticeable is its conflict with other winter recreationists, namely, cross-country skiers and snowshoers. In order to resolve this conflict, one must first understand more about each group involved. As such, the purpose of this research was to obtain information on the snowmobiler in Cache County, Utah. Specifically, the objectives of the study were: (1) to identify the attitudes of the snowmobiler toward leisure and the environment; (2) to identify and compare occupations, SES, and social characteristics with studies in other regions; (3) to identify and compare aspects such as when, where, and why they go snowmobiling and the areas preferred by them with studies in other regions; and (4) to identify their other leisure-time activities. To collect the data, the names of the Cache County snowmobilers were obtained from tax assessment receipts at the Cache County Courthouse. From a total list of 501 names, a sample of 250 was selected by a simple random procedure. A questionnaire composed of Burdge's Leisure Orientation Scale, an environmental orientation scale, and usage, ownership, and demographic questions was sent to the sample population with a 59 percent usable return rate. The data was then analyzed by the following SPSS programs to meet the objective of the study: marginals, t-test, and chi square. Analysis of the data revealed the following major characteristics of the Cache County, Utah snowmobilers: (1) They are typically male, married with between three and four children per family, have a high school education or above, have a median income above the median income for Utah of $9,320.00, and hold either a blue- or white-collar occupation. (2) They hold a slight preservationist orientation toward the environment. (3) They have a moderately strong leisure orientation. (4) They snowmobile primarily on weekends with friends or family with the primary area of use being the Cache National Forest. (5) The main reason for buying or still owning a snowmobile was "snowmobiling for pleasure." Upon comparison with the findings of this research with studies conducted in other regions, the conclusion is reached that the Cache County, Utah snowmobilers are much like their counterparts in other regions of the country.

This Bachelors Thesis, conducted together with Öhlins racing AB, aims to develop a deeper understanding of the vehicle dynamics of snowmobiles, focusing particularly on the behavior of the rear suspension under various motions and applied forces. The rear suspension called the bogie, consists of several linkages, springs, and dampers whose geometry and parameters influence the movement of the bogie. The study aims to attain industry-standard knowledge of snowmobile dynamics by developing a simulation model in Matlab to further understand and examine the behavior of the bogie during heave and pitch, as well as consulting with professionals in snowmobile simulation to understand industry practices.The simulation model is built on two main components, the kinematic- and the dynamic calculations. The kinematics is determined by measuring existing snowmobiles to get data on how the points in the bogie are distanced. Subsequently, the motion of the bogie during heave is calculated by iteratively lifting the rail a small distance upwards from the initial points determined by the measurements. The motion will be dictated by the center arm since the rail is not allowed to rotate and the center arm can't be compressed. The dynamics of the bogie are then modeled by integrating springs to examine how the application of force varies throughout the motion. This, together with the forces exerted on the rail by the arms will result in a net heave force which is the force that is needed to initiate the heave motion.The heave simulation reveals that the application point of the heave force shifts forward during the compression of the bogie, a behavior that positively impacts the vehicle's turning ability by effectively shortening the wheelbase. Additionally, the motion ratios for the center and rear springs were analyzed, showing distinct variations. The motion ratio analysis for the center spring revealed only slight variations in the front, whereas the rear motion ratio exhibited substantial changes due to the rear arm and spring moving in opposite directions.Limitations of the study include the absence of empirical validation as well as simplifications of the suspension linkage, specifically the exclusion of coupled mechanisms. Future work should involve simultaneous pitch and heave movements and incorporate feedback from professional snowmobile drivers to refine the suspension settings. The insights gained from these simulations can guide the design of more efficient and responsive snowmobile bogies, ultimately enhancing the vehicle's performance and safety.

The thesis is focused on the design of rescue snowmobile. This type of snowmobile is utility and is unusual because of bonneted cab. The snowmobile is suitable for snowy area for rescue purposes. The size of the snowmobile can seat three people, driver, attendant and lying patient. The thesis is focused on design of the exterior of snowmobile. Less attention is attended to interior of the snowmobile. Everything inside follows an ergonomic design. The result is the emergency snowy vehicle with rescue equipment.

When testing new vehicles, tyres or snowmobiles the snow can differ from one minute to another. Developers need to know what kind of snow they are testing to be able to evaluate the characteristics and performance from the vehicles and tyres. The bevameter measures the stickiness, strength, friction and recovery of the snow with a torque and force number. This device is at the moment too big, it weighs about 70 kg and is 1 meter long and 0.7 meters wide and has to be towed by a snowmobile. This thesis will go through a redesign of the bevameter. The goal is to make this device as simple as possible so everyone can use it and master it. The proposed bevameter should be small, nimble and weigh about 4kg. It shall also be quick and easy to do tests with.

A suitable climate, varied scenic terrain, and proximity of communities along Ontario’s system of 39,742 km of snowmobile trails have provided for domestic and international snowmobile tourism. Outdoor winter tourism in many parts of the world has been identified to be at risk to changes in global climate. The Intergovernmental Panel on Climate Change in its Fourth Assessment Report (AR4) reported a global increase of temperature of 0.74 degrees Celsius for the period 1906 to 2005 and estimates that by the end of the 21st century the global mean temperature will increase between 1.8 degrees Celsius to 4.0 degrees Celsius. Temperature increases of only a few degrees may contribute to variances in snow-based tourism reliant on the reliability of natural snow cover. This study examines the spatial and temporal impacts of climate change scenarios upon snowmobile season length and operations within the snowmobile industry in the Province of Ontario Canada to six climate change scenarios for the 21st century. Snowmobile trail operations in Ontario are reliant upon a minimum natural snow cover of 15 cm for smooth terrain trails and 30 cm to 60 cm for rough terrain trails, temperatures less than 0 degrees Celsius and, human and financial capital. Three or more consecutive snowmobile seasons with ≤ 28 days have been identified as having serious implications for human and financial capital necessary to develop and maintain the snowmobile trail system. As early as the 2020s, north eastern snowmobile districts are projected to be least vulnerable to changes in climate with the longest snowmobile seasons > 28 days, while south central snowmobile districts are projected to be the most vulnerable to changes in climate with the shortest snowmobile seasons of < 28 days. Snowmobile trail managers identified possible strategies to adapt to a changing climate (2020s to 2080s) including: pre-season preparation of the terrain including early season packing of snow cover, re-location of the most vulnerable snowmobile trails, and strengthening inter-district alliances.

A suitable climate, varied scenic terrain, and proximity of communities along Ontario’s system of 39,742 km of snowmobile trails have provided for domestic and international snowmobile tourism. Outdoor winter tourism in many parts of the world has been identified to be at risk to changes in global climate. The Intergovernmental Panel on Climate Change in its Fourth Assessment Report (AR4) reported a global increase of temperature of 0.74 degrees Celsius for the period 1906 to 2005 and estimates that by the end of the 21st century the global mean temperature will increase between 1.8 degrees Celsius to 4.0 degrees Celsius. Temperature increases of only a few degrees may contribute to variances in snow-based tourism reliant on the reliability of natural snow cover. This study examines the spatial and temporal impacts of climate change scenarios upon snowmobile season length and operations within the snowmobile industry in the Province of Ontario Canada to six climate change scenarios for the 21st century. Snowmobile trail operations in Ontario are reliant upon a minimum natural snow cover of 15 cm for smooth terrain trails and 30 cm to 60 cm for rough terrain trails, temperatures less than 0 degrees Celsius and, human and financial capital. Three or more consecutive snowmobile seasons with ≤ 28 days have been identified as having serious implications for human and financial capital necessary to develop and maintain the snowmobile trail system. As early as the 2020s, north eastern snowmobile districts are projected to be least vulnerable to changes in climate with the longest snowmobile seasons > 28 days, while south central snowmobile districts are projected to be the most vulnerable to changes in climate with the shortest snowmobile seasons of < 28 days. Snowmobile trail managers identified possible strategies to adapt to a changing climate (2020s to 2080s) including: pre-season preparation of the terrain including early season packing of snow cover, re-location of the most vulnerable snowmobile trails, and strengthening inter-district alliances.

Injuries related to snowmobiles, motorcycles and moose-car collisions have increased. The aim of the present thesis was to analyse mechanisms and consequences in fatal and non-fatal accidents of these types, and to penetrate possible preventive measures. Snowmobiles The median age of the injured was 30 and of the killed 32, males pre­dominating. A majority of the accidents occurred during weekends, and especially the fatal accidents occurred after dark. The extremities were the most commonly injured parts of the body, however, drowning, crushed chest and cranial injuries caused most of the fatalities. Among the fatalities, four out of five were under the influence of alcohol. The present Swedish laws regarding snowmobiles seem well motivated. "Built-in" safety measures in the construction of the snowmobiles, pro­perly designed snowmobile tracks and functional search and rescue sys­tems could reduce the injuries. Motorcycles The median age was 19 years for both the traffic injured and the kil­led. Half of the traffic accidents were collisions with other motor ve­hicles. In the fatally injured group, also collisions with fixed road­side objects were common. Of the fatally injured, more than every fifth person died in an accident where alcohol was an influential factor. In the injured group, lower extremity injuries (especially in off-road riding) were common and among the fatalities most riders died from injuries to the head or chest. Out of one thousand motorcycle riders interviewed, 45% reported wobbling experiences (8% reported severe wobbling). Possible injury reducing measures include increasing the licensing age, more discriminating driving test, "built-in" restriction of the motorcycle's top speed, elimination of motorcycles prone to wobbling, and a more intensive traffic supervision (speeding, alco­hol). Moose-car collisitions The median age of the drivers was 38 years. Most collisions happened at dusk or when dark (3/4). The median collision speed was 70 km/h. The damage to the car was typical, the roof and the windshield pillars were deformed downwards and backwards. The broken windshield was often pressed into the passenger compartment. Most of the injured car occu­pants suffered cuts predominantly to the head and upper extremities. Nearly all the fatally injured died of head and neck injuries. The injuries may be reduced by strengthening the roof and the windshield pillars, and by introducing anti 1 acerati ve windshields. / <p>Diss. (sammanfattning) Umeå : Umeå universitet, 1985</p> / digitalisering@umu