The benefits of cycling are well-established, but how to engage people with bikes for active travel is far less understood. This study offers insights into the motivations, barriers, and design solutions associated with cycling. Interviews with 30 bike-share users in Glasgow, UK found a key motivation to be commuting time efficiency and the predominant barrier was shared space with vehicles. Alignment between the most mentioned design solution, dedicated cycling lanes, and the significant barrier of sharing space with vehicles underscores the importance of behavioural design interventions.

Cycling is a sport characterised by high training load, and adequate nutrition is essential for training and race performance. With the increased popularity of indoor trainers, cyclists have a unique opportunity to practice and implement key nutritional strategies. This study aimed to assess carbohydrate (CHO) intake of cyclists training or racing in this unique scenario for optimising exercise nutrition. A mixed-methods approach consisting of a multiple-pass self-report food recall and questionnaire was used to determine total CHO intake pre, during and post-training or racing using a stationary trainer and compared with current guidelines for endurance exercise. Sub-analyses were also made for higher ability cyclists (>4 W/kg functional threshold power), races v. non-races and ‘key’ training sessions. Mean CHO intake pre and post-ride was 0·7 (sd 0·6) and 1·0 (sd 0·8) g kg/BM and 39·3 (sd 27·5) g/h during training. CHO intake was not different for races (pre/during/post, P = 0·31, 0·23, 0·18, respectively), ‘key sessions’ (P = 0·26, 0·89, 0·98) or higher ability cyclists (P = 0·26, 0·76, 0·45). The total proportion of cyclists who failed to meet CHO recommendations was higher than those who met guidelines (pre = 79 %, during = 86 %, post = 89 %). Cyclists training or racing indoors do not meet current CHO recommendations for cycling performance. Due to the short and frequently high-intensity nature of some sessions, opportunity for during exercise feeding may be limited or unnecessary.

Introduction: Helmets are effective in preventing brain injury and fatality in cyclists. Methods to promote their use include legislation and non-legislative interventions (NLIs) such as education, social interventions, and subsidies. These have been systematically reviewed and proven effective in pediatric populations. We conducted a scoping review regarding NLIs to promote helmet use amongst adult cyclists. Methods: We conducted a scoping review of NLIs to promote helmet use amongst cyclists age 18 or older. PRISMA guidelines were followed. Databases searched included MEDLINE, EMBASE, CINAHL, PsycINFO, and SportDiscus, in addition to grey literature. Articles were excluded if non-English, focused on age <18, on legislative interventions, or did not report on outcomes related to helmet use or ownership. Study inclusion and data extraction were conducted in duplicate. Data were extracted regarding participant demographics, setting, intervention details and effects, and were reported using descriptive statistics with a narrative synthesis. A limited quality assessment was conducted. Results: A total of 16 papers were included, stratified as 4 randomized-controlled trials and 12 pre-post studies. Only 4 were specific to adults. Community cyclists (5/16, 31%) and community members were most commonly targeted, with most interventions taking place in the community (8/16, 50%) or in a healthcare setting (4/16, 25%). Most interventions were multi-faceted, involving components of community awareness programs, education, information distribution, helmet giveaways and monetary incentives, use of mass media, motivational interviewing, and social marketing. The studies were heterogeneous in quality. Changes in helmet rate use varied between -6% and 26%, with half the studies (8/16, 50%) noting a statistically significant increase. Duration of follow-up of helmet use rates following the intervention varied between 4.5 weeks and 11 years (median 1.38 years, mean 3.0 years.) Conclusion: NLIs to encourage bicycle helmet use were frequently multi-faceted and generally associated with an increase in use amongst adults. Studies were heterogenous in quality, varied in their targeted audiences and often not focused on adults. Further evidence is needed to better characterize the efficacy of non-legislative interventions to achieve sustained helmet use in adult cyclists.

The present study examined whether the combination of medium-chain TAG (MCT) along with exercise suppresses energy intake to a greater extent compared with either intervention alone. Twelve participants consumed a porridge breakfast containing 692·9 kJ of either vegetable or MCT oil on two separate occasions: one followed by rest for 240 min and another followed by rest broken up with 1 h of cycling at 65 % $\dot V$O2peak starting at 120 min. At 240 min, participants consumed a buffet lunch to satiation and recorded their food intake for the rest of the day. Expired air samples (for calculation of energy expenditure (EE)) and subjective ratings of appetite on visual analogue scales were taken every 30 min, and gastric emptying (GE) breath samples were taken every 15 min. No effect of either breakfast or exercise condition was observed on energy intake at any time point (P > 0·05) or no effect was observed on subjective appetite ratings (P > 0·05). Exercise trials resulted in significantly higher EE compared with resting trials (2960·6 kJ, 95 % CI 2528·9, 3392·2; P < 0·001), and MCT increased resting EE over 4 h compared with long-chain TAG (LCT) (124·8 kJ, 95 % CI 13·5, 236·0; P = 0·031). GE was accelerated by exercise, regardless of the breakfast consumed, but delayed by MCT in both resting and exercise trials. The results show that exercise causes energy deficits via increased EE without promoting dietary compensation. MCT has no effect on energy intake or satiety but increases EE under resting conditions. There is no additive effect of MCT and exercise on EE, intake or appetite ratings.

A group of Canadian senior citizens (n = 22) who bicycled 7700 km across Canada, from Victoria, B.C. to St. Johns, Newfoundland, over 100 days in the summer of 1983 were the subjects of this study. Each was tested on three occasions: 2 days prior to commencement of the tour, at the geographical mid-point of the tour and within 2 days of tour completion. Comprehensive anthropometric data were collected along with evaluation of fitness and blood chemistry on all three testing occasions. Participants were also asked a series of questions designed to ascertain positive and negative psycho-social experiences and to assess their anxiety level. Generally the cyclists reated well to the tour, exhibiting objective evidence of increased fitness in the absence of negative physical or psychological changes. Self-report data indicated that subjects generally enjoyed the tour, felt their endurance had increased, and perceived other improvements such as increased self-confidence, reduced anxiety, and improved appetite.

This paper deals with existence of bivariate Fréchet optimal lower bounds for two sets of events, and provides a practical approach to find this kind of bound. The main device used is linear programming ideas, coupled with construction of probability spaces. The highlight of this paper is that perturbation terms in the optimization process, even when a tie occurs, are not necessary in this practical implementation.