This thesis deals with a comparison of two sections of The Elbe Cycle Path in the Central Region. The whole work is divided into four parts. In the first half of the theoretical part describes cycling as such, explains the basic concepts arising from the topic and parameters that can influence the price of trails. The second half focuses on the approach to Elbe Cycle Route, its history, current status and vision for the future. The practical part describes The Elbe Cycle Route already embedded in the Central Region and the region itself and represents "The Elbe Cycle Route Brandýs nad Labem and in the neighborhood" and "The Cycleway Horní Počaply -- Vliněves -- Zelčín". The final section is devoted to the analysis of cartographic and economic comparison of the above projects. Final comparison shows the effectiveness in the implementation of both projects and highlights their strengths and opportunities and points out the weaknesses and threats that can be an inspiration and a warning to other projects linked to the development of cycling and mountain biking. The added value of this work is the visibility of both projects and communities to come together to be capable of such an important yet very financially demanding projects to implement. It turned out that although the patronage of the way, in terms of cycling, strategic projects assumed by the Central Region, it is fair to make a below average spending.

In this project we have explored digital tools for service management on the bicycle paths of Malmö. This was done through the participation of citizens in order to attempt to discern how such interactions can be eased using a mobile app, as well as how this app can be designed in order to appear trustworthy with user friendly interactions.We have explored this field by using goal-oriented design through interviews, prototyping and user tests. We have created a digital prototype as a possible solution for how the interactions can be done.Throughout the process interviews were held and user tests with selected members of the user group. To explore the concepts we have used paper prototypes in order to establish the design and then defining the interactions with the help of a digital prototype.Finally we have concluded that a general app for bikers in the city would be functional and that a longer study in the effects of such an app would be interesting as a continuation of this work.

Cities generally need economic growth. Green policies and projects are environmentally beneficial, desirable, expected by the public, and pragmatic in the long term. However, there is insufficient research on what, if any, municipal green projects and policies generate economic growth. To address this question, the author created a database of green and economic indicators, and modeled the green indicators to predict the economic indicators. The database included carbon usage, transportation metrics, water usage, the number of green jobs, and the gross domestic product (GDP) for the 100 largest cities, defined by metropolitan statistical area (MSA), in the U.S. To gather data on green indicators, existing green rankings, indices, and reports were evaluated for methodology and usability for this paper. The results of the data-gathering step show the need for more and better data collection. That means an increased number of green indicators should be collected, and data should be collected at the MSA (or county) level for more of the largest cities. Specifically to name some green indicators, data collection on energy usage, buildings, waste, land use, air quality, and food could be improved. Those green indicators would likely be included in a model that uses green indicators to predict green jobs or GDP. However, those were not included for the regressions in this paper. The results of the regressions in this paper show two indicators with promise for predicting economic growth as defined by GDP and number of green jobs: (1) percent of people using public transportation, biking, or walking to work, and (2) public water consumption per person. The first explanatory variable indirectly measures the adoption of policies that promote public transportation, biking, and walking. The results suggest that these policies have a positive effect on GDP and number of green jobs. This means the results suggest that as the percent increases, so does GDP and number of green jobs. The second explanatory variable measures the water conservation policies. The results suggest this variable has a negative, albeit weaker relationship with GDP per person. This means the results suggest as water conservation increases (less water usage per person), the GDP per person increases. This paper offers a methodology and some of the groundwork for building a model to show which, if any, municipal green projects and policies predict economic growth. / text

Title: Integration phenomena Paralympic cyclists. Objectives of work: Try to find integration phenomena in relation to sport training and its impact on selected cyclists with disabilities. Methods: Case report structured interview, data collection method - the method of interrogation. Results: Based on case studies developed a structured interview, we found differences in the integration, which we have divided into phases - before obtaining disability, acclimatization, sports integration. Furthermore, we found differences in load on the three specific physical disabilities. Keywords: Disability, handicap, disabled sports training, biking persons with disabilities.

This investigation examined the acute physiological demand associated with a typical Freeride Mountain Bike (FMB) ride. Measures of cardiovascular strain (heart rate, RPE) and neuromuscular fatigue (quarter squat and handgrip MVICs) were assessed in 22 experienced mountain bikers during an observed ride on Mt. Fromme in North Vancouver, British Columbia. The ride involved an initial ascent of 350 vertical meters over horizontal distance of 5.93km, (mean duration 46.61 min). The descent covered a 350m loss in elevation through intermediate to expert level trails spanning a horizontal distance of 4.24km, (mean duration 28.55 min). Heart rate monitoring was continuous. Blood Lactate was assessed pre-ride, at the top of the ascent (mid-ride), and following the descent (post-ride). RPE was assessed mid-ride and post-ride. Handgrip and quarter squat MVICs were taken pre-ride and post-ride. An a priori alpha of .05 was set for all statistical tests. Both measures of neuromuscular strain decreased pre-post ride, equal to 2.8% in quarter squat MVIC and 6.1% and 4.3% in handgrip MVIC for the right and left hands respectively. Blood lactate increased from rest to mid-ride and decreased from mid-ride to post-ride. The mean heart rates (- 80% PHRmax) and RPEs (-14.5) associated with the ascent and descent were not significantly different. The acute physiological and ride pattern data indicate that FMB satisfies the American College of Sports Medicine's guidelines for increasing cardiovascular health and fitness.

This investigation examined the acute physiological demand associated with a typical Freeride Mountain Bike (FMB) ride. Measures of cardiovascular strain (heart rate, RPE) and neuromuscular fatigue (quarter squat and handgrip MVICs) were assessed in 22 experienced mountain bikers during an observed ride on Mt. Fromme in North Vancouver, British Columbia. The ride involved an initial ascent of 350 vertical meters over horizontal distance of 5.93km, (mean duration 46.61 min). The descent covered a 350m loss in elevation through intermediate to expert level trails spanning a horizontal distance of 4.24km, (mean duration 28.55 min). Heart rate monitoring was continuous. Blood Lactate was assessed pre-ride, at the top of the ascent (mid-ride), and following the descent (post-ride). RPE was assessed mid-ride and post-ride. Handgrip and quarter squat MVICs were taken pre-ride and post-ride. An a priori alpha of .05 was set for all statistical tests. Both measures of neuromuscular strain decreased pre-post ride, equal to 2.8% in quarter squat MVIC and 6.1% and 4.3% in handgrip MVIC for the right and left hands respectively. Blood lactate increased from rest to mid-ride and decreased from mid-ride to post-ride. The mean heart rates (- 80% PHRmax) and RPEs (-14.5) associated with the ascent and descent were not significantly different. The acute physiological and ride pattern data indicate that FMB satisfies the American College of Sports Medicine's guidelines for increasing cardiovascular health and fitness.

Ce travail de thèse s'articule autour des caractéristiques de la performance dans la discipline du Vélo Tout-Terrain Cross-Country Olympique (VTT XCO). La performance produite dans une situation d’interaction homme-matériel résulte de l’adéquation optimale entre le pratiquant et son matériel. Elle résulte aussi bien de facteurs mécaniques (géométrie et rigidité du cadre, réglage des suspensions, taille des pneumatiques, transmission), biomécaniques (adoption d’un patron de pédalage adapté au terrain), physiologiques (économie du geste, endurance, fatigue) ou encore motivationnels (confiance en soi). La discipline spécifique du XCO a fortement évolué, au niveau réglementaire et technologique, depuis un peu moins d'une décennie. C’est pourquoi l’objectif de mes recherches a été de caractériser à la fois la performance in-situ et en laboratoire de manière à améliorer notre compréhension de la discipline dans son état actuel, afin de proposer des interventions au niveau de l'entrainement et sur des aspects plus fondamentaux du geste de pédalage en VTT. En s’intéressant notamment à la pratique de haut-niveau, à la dynamique des efforts et à certains aspects biomécaniques du pédalage, les résultats de ces travaux nous ont permis de mettre en évidence que le format actuel de course correspond à une épreuve de haute intensité à la fois acyclique et intermittente, mais aussi que la modification du matériel n’entraine pas forcément de changement dans le pattern de pédalage des coureurs. / This thesis focuses on performance characteristics in the Cross-Country Olympic Mountain Bike (MTB XCO) discipline. The performance produced in a man-material interaction situation results from the optimal adequacy between the rider and his equipment. It results as much from mechanical factors (frame geometry and rigidity, suspension adjustment, tyre size, transmission) as biomechanical (adoption of a pedalling pattern adapted to the terrain), physiological (economy of movement, endurance, fatigue) or motivational (self-confidence). The XCO's specific discipline has evolved considerably, both in terms of regulations and technology, in just under a decade. Therefore, the objective of my research has been to characterize both in-situ and laboratory performance in order to improve our understanding of the discipline in its current state, in order to propose interventions at the level of training and on more fundamental aspects of pedalling in mountain bikes. By focusing in particular on high-level practice, the dynamics of effort and certain biomechanical aspects of pedalling, the results of this work have enabled us to highlight that the current racing format corresponds to a high intensity event that is both acyclic and intermittent, but also that changing the equipment does not necessarily lead to a change in the pedalling pattern of riders.

Fundamentally, interaction design is about getting in between: Between people and what is important to them. While it often makes sense to make mediated interactions explicit, implicit interactions can integrate harmoniously into the here and now and happen almost unnoticed. In this master’s thesis, I explore different approaches to harmoniously integrate interactions with mobile and wearable devices into cycling. Cycling can be treated as a modality. It can influence the behaviour of the operating system or provide considerations for the design of applications. Rather than adding to the existing flow of signals, I propose to tap into that flow and even take it a step further: I explore ways to add meaning to what people are already doing as if there were no interface. Wearable devices, such as the current Apple Watch, can provide comprehensive insight into ongoing activities. The name "smartwatch" suggests that this device is meant to be attended to, but the greater opportunity lies in sensing and adding meaning to what is already happening. This allows people to immerse themselves in their ‘natural’ environment with their heads up and their hands free.

This report presents the conceptual development of an off-road cargo trailer designed for usage in conjunction with bicycles when camping. The objective of the study is to address the limitations of existing cargo trailers and thereafter create a trailer that efficiently can navigate off-road terrains while carrying various types of cargo. The research includes collecting data regarding user behaviours and desired functions an optimal trailer should obtain and was translated into user requirements. The result demonstrates the successful development of an off-road cargo trailer on a conceptual level that offers innovative solutions and improved load-carrying capacity in comparison to the available market, while considering factors such as weight, manoeuvrability, and ease of use. This research contributes to the field by presenting data, which can be used in development and a comprehensive solution that expands the possibilities for bicycle-based cargo transportation in off-road environments. Future work can include further refinements to optimise the trailer’s performance and address additional user requirements based on the data presented.

Thesis (MScSportSc)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: The purpose of this qualitative-quantitative study was to describe the exercise intensity and predictors of performance of a multi-stage mountain bike (MTB) race (2014 Absa Cape Epic) lasting 8 days. Twenty-three amateur mountain bikers (age 39 ± 9 years, height 178.8 ± 8.2 cm, body mass 74.7 ± 9.1 kg, VO2max 54 ± 7 ml.kg-1.min-1) who completed the 2014 Absa Cape Epic were involved in the study. The participants were divided into two groups according to their MTB experience. The experienced group included participants who previously completed more than three 3-day multi-stage MTB events and the novices group included those who has completed less than 3-day multi-stage MTB events. Prior to the event the participants completed a maximal aerobic cycling test and a simulated 40 km time trial (TT). The maximal aerobic test was used to determine 3 work intensity zones based on heart rate (HR) corresponding to blood lactate thresholds (LT: increase in blood lactate concentration of 1 mmol.l-1 above baseline values and the onset of blood lactate accumulation (OBLA), a fixed blood lactate concentration of 4 mmol.l-1). There were no statistically significant differences in the physical, physiological and performance variables measured in the laboratory between the two groups. The exercise intensity during the Cape Epic was measured using telemetric HR monitoring sets. RPE values were noted after each stage of the race. The mean HR was 88.1 ± 5.3% (experienced) and 84.2 ± 11.0% (novices) of maximal HR during the race or 88.9 ± 3.5% (experienced) and 85.9 ± 10.6 (novices) of laboratory determined maximum HR. More time was spent in the “low” HR zone (43.1 % vs 58.5 %, respectively), while only a small amount of time was spent in the “hard” HR zone (7.4% and 6.1%, respectively). The experienced group spent statistically significantly more time in the “moderate” HR zone compared to the novices group (49.5 % vs. 35.4 %). The experienced group performed significantly better during the event compared to the novices group in both the total event time (P = 0.004) and the general classification (P = 0.01). Relative and absolute power output (PO) at OBLA (P = 0.01 and 0.02, respectively) were statistically significant predictors of total event time, while relative peak power output was a significant predictor of general classification for the event (P = 0.02) . The total TT time was a significant predictor of average event HR (P = 0.03). This study showed that this MTB stage race is physiologically very demanding and requires cyclists to have excellent endurance capacity, as well as strength and power. The parameters from the maximal aerobic capacity test correlated better with outdoor performance than parameters from the simulated 40 km TT. Therefore the standard maximal aerobic capacity test are sufficient for testing mountain bikers and sport scientists can continue using this test to prescribe exercise intensity zones for training and events. / AFRIKAANSE OPSOMMING: Die doel van hierdie kwalitatiewe-kwantitatiewe studie was om die oefeningsintensiteit en voorspellers van prestasie tydens ‘n multi-dag bergfiets kompetisie (Absa Cape Epic) van 8 dae lank te bepaal. Drie-en-twintig bergfietsryers (ouderdom 39 ± 9 jaar, lengte 178.8 ± 8.2 cm, liggaamsmassa 74.7 ± 9.1 kg, VO2maks 54 ± 7 ml.kg-1.min-1) wat die 2014 Absa Cape Epic voltooi het, het aan die studie deelgeneem. Die deelnemers is in twee groepe verdeel volgens hulle ervaring in multi-dag bergfiets kompetisies. Die ervare groep was al die deelnemers wat meer as drie 3-dae multi-dag bergfiets kompetisies voltooi het. Die onervare groep was al die deelnemers wat minder as drie 3-dag multi-dag bergfiets kompetisies voltooi het. Voor die kompetisie het al die deelnemers ‘n maksimale aërobiese toets en ‘n gesimuleerde 40 km tydtoets in die laboratorium voltooi. Die maksimale aërobiese toets is gebruik om drie werk intensiteit sones volgens die hartspoed te bepaal, naamlik die hartspoed by die laktaatdraaipunt(‘n toename in bloed [laktaat] van 1 mmol.l-1 bo die basislynwaardes) en die hartspoed by die aanvang van bloedlaktaat akkummulasie (‘n vaste bloed [laktaat] waarde van 4 mmol.l-1). Daar was geen statisties betekenisvolle verskille in die fisiese, fisiologiese en prestasie veranderlikes tussen die twee groepe nie. Die oefeningsintensiteit tydens die Cape Epic was gemeet deur gebruik te maak van hartspoedmonitors. Die RPE waardes was aan die einde van elke skof genoteer. Die gemiddelde hartspoed was 88.1 ± 5.3 % (ervare) en 84.2 ± 11.0 % (onervare) van maksimale kompetisie hartspoed, of 88.9 ± 3.5 % (ervare) en 85.9 ± 10.6 % (onervare) van die maksimale hartspoed soos in die laboratorium gemeet. Die fietsryers het meer tyd spandeer in die “lae” hartspoed sone (43.1 % vs 58.5 %, onderskeidelik), in vergelyking met die “moeilike” hartspoed sone (7.4 % vs 6.1 %, onderskeidelik). Die ervare groep het statisties betekenisvol meer tyd in die “matige” hartspoed sone spandeer (49.5 % vs. 35.4 %) in vergelyking met die onervere groep. Die ervare groep het beter presteer tydens die kompetisie vir beide totale kompetisie tyd (P = 0.004) en algehele klassifikasie (P = 0.01). Relatiewe en absolute krag by aanvang van bloed laktaat akkumulasie was statisties betekenisvolle voorspellers van totale kompetisie tyd (P = 0.01 en 0.02, onderskeidelik), terwyl maksimale krag ‘n statisties betekenisvolle voorspeller was van algehele klassifikasie in die kompetisie (P = 0.02). Die totale tydtoets tyd was ‘n statisties betekenisvolle voorspeller van gemiddelde hartspoed tydens die kompetisie. Die studie het gewys dat hierdie multi-dag bergfiets kompetisie fisiologies baie uitdagend is en dat fietsryers uistekende uithouvermoë kapasiteit, sowel as krag en plofkrag moet besit. Die veranderlikes van die maksimale aërobiese toets het beter met prestasie in die veld gekorreleer as die veranderlikes van die gesimuleerde 40 km tydtoets. Daar word dus afgelei dat die standaard maksimale aërobiese toets voldoende is vir die toetsing van bergfietsryers en sportwetenskaplikes kan aanhou om hierdie toets te gebruik om oefeningsintensiteit sones voor te skryf vir oefensessies en kompetisies.