The Covid19 pandemic has pushed a large number of people to change their mode of transport from (mainly) public transport to cycling, and thus given us an opportunity to study the adoption process of ...cycling. The paper reports on an interview study with 12 participants who started, or significantly increased, cycling during the pandemic, and utilises the Innovation-Decision Process to analyse the participants' cycling adoption and draw implications. The results show that adopting cycling as a primary mode of transport is a journey of constant reinvention of practices based on positive and negative discoveries, and that equipment (incl. a variety of clothes, bicycles, and bells) is key to overcome the negative discoveries.
The main implication for urban policy and planning is that many measures can be taken to increase adoption of everyday cycling in addition to building more protected bicycle lanes. Examples include 1) develop new equipment more suited for everyday cycling, 2) create meeting points to transfer knowledge on equipment as well as good routes, 3) prioritize cycling at workplaces and other destinations with lockers, indoor storage, etcetera. To influence people to begin everyday cycling, it is also important to address the measures towards ‘people who cycle’ rather than ‘cyclists’ as many people do not wish to identify themselves as the latter.
•Adopting everyday cycling is a process of constant reinvention•Equipment is a much more important part of adopting everyday cycling than typically discussed•Designing equipment to better suit everyday cycling can accelerate bicycle adoption as an everyday mode of transport•Covid-19 provided an opportunity to research the adoption of cycling among new cyclists
Choosing an unsuitable bicycle saddle increases the saddle pressure and discomfort during cycling. Women contract sports injuries more easily than men during cycling owing to their anatomy. To ...investigate the effect of saddle widths on the saddle pressure in female cyclists. Ten healthy women with an average age of 20.7 + or - 1.3 years, height of 162 + or - and 5.9 cm, weight of 56.1 + or - 7.5 kg, and a sciatic bone width of 15.5 + or - 1.4 cm were recruited for this study. The distributions of saddle pressure for four different saddle widths (i.e., narrow, moderate, wide, and self-chosen) were recorded using a saddle pressure mat. Participants were instructed to pedal steadily with a frequency of 90 RPM and a load of 150 watts. Thirty seconds of riding data was randomly retrieved for analysis. The trials were conducted with a counter-balanced design to minimize random errors. One-way repeated measures ANOVA was used to compare the saddle pressure of different saddle widths, and the significance level was set at alpha = 0.05. When wide saddles were used, the maximum and average pressure on the right surface of the posterior ischium were lower than those with narrow (p = 0.001, p = 0.012) and moderate (p = 0.016, p = 0.019) saddles. The area of pressure on the pubic bone was smaller when using a wide saddle than when using narrow (p = 0.005) and moderate (p = 0.018) saddles, and the area of pressure on the right posterior sciatic bone was larger under the wide saddle than under the narrow (p = 0.017) and moderate (p = 0.036) saddles. The average force was greater with the moderate saddle than with the wide (p = 0.008) and self-chosen (p = 0.025) saddles. Using a saddle with a width that is longer than the width of the cyclist's ischium by 1 cm can effectively improve the distribution of saddle pressure during riding, while providing better comfort. Key words: Bike fitting, center of pressure, human health.
Dysmenorrhea with high prevalence has been categorized as primary dysmenorrhea (PD) and secondary dysmenorrhea due to differences in pathogenesis. A significant number of reproductive females ...suffering from monthly menstruation have to deal with negative impacts on their quality of life, work/study productivity, activities, and social relationships. In addition to medical treatment, exercise has been recognized as a complementary and alternative strategy for disease prevention, alleviation, and rehabilitation. This study aimed to investigate the potential effects of exercise on the severity of primary dysmenorrhea, physiological modulation, and physical fitness. Participants consisted of university students who were enrolled in the study and divided into a non-PD (Control) and a PD group based on recruiting criteria, the latter being randomly assigned to either an untreated dysmenorrhea group or a dysmenorrhea group that underwent 10 weeks of high intensity interval training (HIIT) exercise (Dysmen and DysmenHIIT, respectively). The DysmenHIIT group used spinning bikes and the training intensity was validated by heart rate monitors and BORG rating of perceived exertion. Forms containing participant information (premenstrual symptoms, menstrual distress, and a Short Form McGill Pain Questionnaire) as well as physical fitness, biochemical variables, hormone and prostaglandin (PGE2 and PGF2α) levels were assessed before and after the exercise intervention. After intervention, premenstrual symptoms (anger, anxiety, depression, activity level, fatigue, etc.), menstrual distress symptoms (cramps, aches, swelling, etc.), and pain severity were shown to be significantly mitigated, possibly through hormone (estradiol, prolactin, progesterone, and cortisol) modulation. Furthermore, high-sensitivity C-reactive protein (HsCRP), PGE2 and PGF2α levels were also down-regulated, resulting in the amelioration of uterine contraction and inflammation. Participants' physical fitness, including cardiovascular endurance and explosive force, was significantly improved after HIIT. The 10-week HIIT spinning bike exercise used in this study could be employed as a potential and complementary treatment for PD symptoms alleviation and considered as part of an educational health plan for promoting women's health. However, the effects of HIIT utilizing different exercise methods and accounting for different age populations and secondary PD warrant further investigation.
Aims: To describe cycle helmet owning and wearing among children in a deprived area and to investigate the association between helmet ownership and wearing and socioeconomic deprivation. Methods: ...Cross sectional survey in 28 primary schools in deprived areas of Nottingham; 1061 year 5 schoolchildren were studied. Results: All year 5 children attending school on the day of the survey completed the questionnaire (87% of children registered at participating schools). Children residing in a deprived area were less likely to own a bike and more likely to ride it four days a week or more. Half the children owned a helmet (52%), but only 29% of these always wore their helmet. Children in deprived areas were less likely to own a helmet, but those that owned a helmet were not less likely to always wear one. Family encouragement and parental warning of dangers of not wearing a helmet were associated with increased helmet ownership rates. Family encouragement and best friends wearing a helmet were associated with higher rates of helmet wearing. Conclusions: Programmes aimed at preventing head injury among child cyclists will need to address the inequality in helmet ownership that exists between children residing in deprived and non-deprived areas. Strategies to increase family encouragement to wear a helmet may be useful, as may those recognising the importance of the attitudes and behaviours of peers, such as peer education programmes. Further work is required to assess how exposure to risk of cycling injury varies with deprivation.
A bright idea.(Brief article) Hofer, Charles C
Science world (1987),
11/2014, Letnik:
71, Številka:
5
Journal Article, Magazine Article
A vehicle's blind spot-the part of the road hidden from a driver's view-is one of the most dangerous places for bikers. That's whore they often get into accidents. So British entrepreneur Emily ...Brooke developed a bike light that helps make sure drivers are aware of nearby cyclists.
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