The biogeochemical cycling of oceanic dissolved cadmium (dCd) has been an active area of research for the past ~40 years, due in part to the close correlation with phosphate (PO4). The global Cd:PO4 relationship has led to the use of microfossil Cd/Ca as a paleoproxy for ocean circulation and nutrient utilization; however considerable spatial and temporal variability in the relationship - particularly in surface waters - limits the utility of the proxy. Understanding the global biogeochemical cycling of Cd is an active area of research; however the Arctic Ocean is largely omitted from global models due to lack of data. This work presents depth profiles of dCd and Cd/PO4 ratios from 18 individual stations in the Canadian Arctic, collected during the Canadian GEOTRACES cruises GN02 and GN03, which connect the Arctic Ocean to the North Atlantic through the Canadian Arctic Archipelago (CAA). Salinity-driven water mass stratification exerts a primary control on the spatial distribution of Cd in the region, with elevated dCd and high Cd/PO4 ratios (~0.37 pM/μM) associated with waters of Pacific-origin. The elevated dCd and Cd/PO4 ratios are used as a tracer of Pacific-origin waters, identifying the presence of Pacific-origin water through the CAA and into Baffin Bay. High surface Cd/PO4 ratios were observed across the transect, consistent with a general global increase in surface water Cd/PO4 with increasing latitude. The analysis of Cd and other bioactive trace metals (Mn, Fe, Ni, Cu, Zn and Pb) still presents considerable analytical challenges due to the high-risks of contamination, low concentrations and complex matrices. I present a novel multi-element analytical method, which combines the commercially-available seaFAST pico preconcentration system with ICP-MS/MS analysis. In this work, we demonstrate that ICP-MS/MS, which combines two mass-selecting quadrupoles separated by an octopole collision/reaction cell, effectively removes common interferences (ArO+ on 56Fe and MoO+ on Cd) when pressurized with O2 gas. Accurate and precise measurements of iv the consensus references standards SAFe S and SAFe D and the certified reference material NASS-6 are presented as validation of the method. This thesis presents a novel method for the analysis of trace / Graduate

Orientador: Luiz Eduardo Barreto Martins / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Educação Física / Made available in DSpace on 2018-08-26T17:43:58Z (GMT). No. of bitstreams: 1 LattesFerreira_MariaFernanda_M.pdf: 1902777 bytes, checksum: 9859b148c18b9fce39e4204cdc6a7b8b (MD5) Previous issue date: 2014 / Resumo: O presente trabalho teve como objetivo é identificar as variáveis biomecânicas na largada do ciclismo de velocidade obtidas pelo o acelerômetro contido num sistema inercial de navegação denominado SM-MAE construído no Laboratório de Sensores Microeletrônicos da Faculdade de Engenharia Elétrica e de Computação da Unicamp, para isso foi necessário dividir esse trabalho em duas partes. A primeira parte teve como objetivos desenvolver metodologia adequar o uso do acelerômetro SM-MAE para aquisição de variáveis biomecânicas, comparar seus dados com dados provindos da cinemetria e de um acelerômetro comercial e, descreve as etapas de tratamento do sinal de aceleração. Para isso participaram de dois ciclistas amadores, os quais executaram dois tiros de 50m em uma raia plana demarcada, em piso de asfalto, usando uma bicicleta própria da modalidade, com o sistema nela instalado. Concomitante ao sistema foram usadas duas câmeras digitais filmaram a fullHd com frequência de aquisição de 60Hz para realização da cinemetria e um o acelerômetro comercial (Xsens). Através do rastreamento manual e a reconstrução unidimensional dos dados, obteve-se a posição da bicicleta e em seguida adquiriu-se à distância percorrida e suas derivadas. O processamento do sinal, rastreamento e rotinas para identificação das acelerações e suas integrais foram feitas no software Matlab. Para comparar o acelerômetro SM-MAE com outros sistemas, foi realizado comparações gráficas. Observou-se que os resultados obtidos se assemelhavam aos da cinemetria e aos do acelerômetro comercial. Portanto, a metodologia aplicada nesta pesquisa possibilitou a realização da segunda etapa deste trabalho, que teve como objetivo identificar as variáveis biomecânicas fornecidas pelo SM-MAE relacionando-as com o desempenho do ciclista num teste de 30 metros em velódromo e caracterizar dos padrões das acelerações de largada dos aletas envolvidos nesse estudo. Para isso contou com cinco ciclistas de alto rendimento que realizaram 3 sprints de 30m cada um e o acelerômetro (SM-MAE) foi fixado no quadro da bicicleta no velódromo. Como resultado na comparação entre as variáveis de aceleração não foi identificado diferenças significativas para todas elas entre os voluntários e nem entre as repetições. A velocidade máxima de cada ciclo e a velocidade máxima total de cada sprint, obteve-se diferença significativa entre os atletas, destacando A1 e A3.Na variável tempo final (TT), foi possível identificar alta correlação positiva com tempo de soma dos dois ciclos de pedal (T2), com a velocidade máxima (Vmax), TC1(tempo do primeiro ciclo de pedalada), aceleração negativa máxima (ANmax), média do vale da aceleração negativa (MvaleAN) e teve relação TC1 com T2 e T2 com MvaleAN. E também relação entre Vmáx com ANmax e MvaleAN. Conclui-se que o SM-MAE é capaz de detectar sutilezas técnicas na largada do ciclismo de pista auxiliando o diagnóstico da capacidade atlética como do programa de treinamento / Abstract: The present work is aimed to identify the biomechanical variables at the start of cycling speed obtained by the accelerometer contained in an inertial navigation system called SM-MAE built in Sensors Laboratory of Microelectronics School of Electrical and Computer Engineering at Unicamp, for it was necessary to divide the work into two parts. The first part aimed to develop a methodology to tailor the use of the accelerometer SM-MAE for the acquisition of biomechanical variables, compare their data with data coming from the kinematics and a commercial accelerometer and outlines the steps of processing the acceleration signal. For that participated in two amateur cyclists, who carried two shots from 50m on a flat streak demarcated in asphalt floor, using their own bike mode, with the system installed in it. Concomitant to the system were used two digital cameras filmed the FullHD with acquisition frequency of 60Hz to perform the kinematics and the commercial accelerometer (Xsens). Through the manual tracking and one-dimensional reconstruction of the data, we obtained the position of the bike and then got to the distance traveled and your derivadas. O signal processing, tracking and identification routines for the accelerations and their integrals were made Matlab. To compare the accelerometer SM-MAE with other systems, graphical comparisons was performed. It was observed that the results obtained were similar to those of the kinematics and of the commercial accelerometer. Therefore, the methodology applied in this research enabled the realization of the second stage of this study, which aimed to identify the biomechanical variables supplied by SM-MAE relating them to the performance of the rider in a 30 meter velodrome test and characterize the patterns of accelerations the start of this study involved fins. For that featured five high performance cyclists who performed three sprints of 30m each and the accelerometer (SM-MAE) was fixed to the bicycle frame at the velodrome. As a result of comparing the variables of acceleration was not identified significant differences between all these subjects nor between repetitions. The maximum speed of each cycle and the total maximum speed of each sprint, we obtained a significant difference between athletes, highlighting A3.Na A1 and end time variable (TT), it was possible to identify high positive correlation with time sum of two cycles pedal (T2), with the maximum velocity (Vmax), TC1 (time of the first cycle of pedaling), maximum negative acceleration (ANmax), average worth of negative acceleration (MvaleAN) and had TC1 compared with T2 and T2 MvaleAN . And also with ANmax relationship between Vmax and MvaleAN. We conclude that the SM-MSA is able to detect technical subtleties at the start of the track cycling aiding the diagnosis of athletic ability as the training program / Mestrado / Biodinamica do Movimento e Esporte / Mestra em Educação Física

ACL (anterior cruciate ligament) injuries of the knee joint alter biomechanics and may cause abnormal loading conditions that place patients at a higher risk of developing osteoarthritis (OA). There are multiple types of ACL reconstruction (ACLR), but all types aim to restore anterior tibial translation and internal tibial rotation following surgery. Analyzing knee joint contact loads provide insight into the loading conditions following ACLR that may contribute to the long-term development of OA. Ten ACLR subjects, who underwent the same reconstruction, performed gait and cycling experiments while kinematic and kinetic data were collected. Inverse dynamic analyses were performed on processed data using OpenSim to calculate reconstructed and contralateral knee joint contact loads which were then compared between gait and cycling at both moderate and high resistances. Significant differences were found between gait and cycling at either resistance for tibiofemoral (TF) compressive, anterior shear, lateral shear forces, and internal abduction and internal rotation moments for both ACLR and contralateral knees. Anterior shear force was largest for cycling at a high resistance, however, since the ACL provides a posterior restoring force and is more engaged at low flexion angles, adjusting for flexion angles when measuring AP shear forces should be considered. Overall, the calculated loading conditions suggest cycling provided better joint stability by limiting anterior tibial translation and internal tibial rotation compared to gait. The results suggest cycling is a better rehabilitation exercise to promote graft healing and limit abnormal loading conditions that increase the risk of developing OA.

The study of cycling biomechanics typically requires measurement of pedal loads through force transducer instrumentation. However, analysis of seated cycling often necessitates the additional measurement of the loads exerted on the rider by the seat and handlebars. A stationary exercise bicycle was instrumented with two commercial six-axis force transducers at both the seat and handlebar locations via a custom designed mounting system. The system was tested by applying known forces and moments to the fixtures and proved capable of accurately measuring the loads. Additional data collected from cycling tests were compared to values from the literature to add supporting evidence to the validity of the system. The instrumented stationary bicycle was further used to study the accuracy of modeling seated cycling in OpenSim. Five participants cycled at a moderate resistance level for three trials. Force and moment data were collected by seat, handlebar, and pedal load cells, while kinematic data were collected by an optical motion capture system. Participant data were analyzed with the OpenSim residual reduction algorithm (RRA) tool excluding seat and handlebar loads. The RRA pelvic residual was then compared to an experimentally determined handlebar and seat equivalent (HBSE) calculated from respective load cell data. Graphical comparisons of the RRA and HBSE results showed strong correlations in Anterior-Posterior (A-P) and Superior-Inferior (S-I) force directions and to a lesser degree, Medial-Lateral (M-L) force and S-I moment directions. M-L and A-P moment plots showed the least correlation between RRA and HBSE. Statistical comparisons showed RRA errors likely within 5.2% body weight (BW) for forces and 2.4% BW*height for moments. Considering the average participant height and weight of 167.7 cm and 63.6 kg, respectively, recommended error ranges for RRA are roughly ±4.0% BW for forces and ±7.2% BW*height for moments. This indicates that the OpenSim RRA tool can be used for cycling analysis.

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Cycling, and micromobility tools like bike share, have increasingly been recognized for their health, economic and environmental benefits, and municipalities have recently made encouraging the use of these modes of urban transportation both a policy and a financial priority. Many studies, using varying methods, have identified and confirmed an association between an increased presence and connectivity of cycling infrastructure (bike lanes, cycle tracks, etc.) and cycling or bike share ridership. Determining a more explicit causal link between infrastructure and ridership, however, often proves challenging to researchers, due to data limitations and a variety of simultaneous, exogenous, factors that abound within complex urban transportation systems. Given the financial impacts of capital investment in infrastructure, more closely establishing this causal link, and identifying infrastructure’s ability to generate cycling and bike share traffic, is of growing importance to municipal governments and taxpayers. Using Hamilton Bike Share (HBS) trip logs and GPS trajectories occurring between January, 2019 and August, 2022 (n = 741,369 and 609,746, respectively), this thesis constructs individual shapefiles of each HBS trip for GIS analysis through Dalumpines and Scott’s (2011) GIS-Based Map-Matching Algorithm. It investigates the impact of ten separated cycling infrastructure projects in Hamilton, constructed between 2019 and 2022, on HBS ridership along the respective intervention segments. The thesis also holistically analyzes the spatial and ridership impacts of one infrastructure intervention, the Victoria Avenue cycle track, on the distribution of riders using the segment of interest, a more precise classification of post-intervention trip natures (‘induced’ or ‘diverted’) using a novel categorization process, and maps the impact of the iv segment on trip diversion to use the cycle track. Results indicate that five of the ten interventions have had significant, positive, impacts on monthly HBS ridership along their respective segments, with others having nearly statistically significant results as well. Moreover, the Victoria Avenue cycle track lessened the cost of distance associated with using Victoria Avenue, and 46.9% of trips along the cycle track post-intervention, were determined to be ‘induced’ trips. Finally, of the streets in the Victoria Avenue cycle track’s neighborhood, the cycle track segments were the only segments to experience ridership increases post-intervention, which indicates a significant level of trip diversion and funneling of trips to use the cycle track. These results enhance findings from the literature and more concretely quantify the direct impacts of infrastructure investments. Investments in infrastructure appear to make a significant difference in increasing ridership and serve to benefit more than just existing riders. This thesis can have an important impact on municipal active transportation planning, policy, and financing, through its results and by providing a methodological foundation for future research into infrastructure’s impacts on a variety of users. / Thesis / Master of Science (MSc)

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