Everyday Resistance to White Supremacy: Walking and Cycling While Black in Springs, South Africa, 1950s-1970s.

This article explores why white supremacists regard self-directed mobility by people of color as threatening by examining a controversy that unfolded in a mining town called Springs during the apartheid era in South Africa. Drawing on archives, oral histories, and testimonies, it shows how white residents of Selcourt and Selection Park, along with their allies in the town council, prevented Black workers from walking and cycling through the suburbs. Infrastructure and social disciplinary institutions proved effective in forcing Black workers to largely comply. It argues that the white supremacist disciplinary imperative against the workers arose directly from the characteristics of their mode of mobility. In their open embodiment, free from the confines of mechanized transport, and slow speeds, the workers engaged in a sustained refusal of spatial segregation. The article highlights how racial difference as an analytical category sheds light on mobility control within regimes of white supremacy.

It's not just about speed: Reviewing the recumbent bicycle once more.

Why did the recumbent bicycle never become a dominant design, despite the fact that it was faster than the safety bicycle on the racetrack? Hassaan Ahmed et al. argue in their recently published paper that the main reason for the marginalization of the recumbent bicycle was semiotic power deployed by the Union Cycliste Internationale (UCI). Here, I demonstrate that the authors drew their conclusions from an incomplete application of the Social Construction of Technology (SCOT) framework. Understanding the diffusion of alternative bicycle designs requires considering more than speed, and more than the UCI as a powerful actor. The recumbent bicycle was fast, but rather tricky to ride, and was not really feasible for the transport needs of the working classes, which constituted the most relevant social group of bicycle users during the 1930s.

Reviving a ghost in the history of technology: the social construction of the recumbent bicycle.

Recumbent bicycles have never truly been associated with international cycling. Conventional safety (upright) bicycles have long been at the center of the cycling world, for both sport and transportation. This is despite the fact that recumbent bicycles are faster, more comfortable, and more efficient than the upright bicycles. The aim of this article is to explain the historical and social perspectives that led to the rejection of the recumbent bicycle by utilizing the theory of Social Construction of Technology (SCOT) and Bijker's two power theory, providing a contrast with the adoption of the safety bicycle.

[The female body on bicycles: a case study on the "Bicycle Face"].

As a result of innovations in bicycle styles and an increase in the number of women cyclists, the medical community and mass media have begun to pay attention to a condition known as " bicycle face". Women were thought to be the main victims of this condition. Many people believe that cycling has other health consequences. This article examined the history of bicycle face, using medical journals from the late nineteenth and early twentieth centuries in Europe and the United States as primary sources. Articles from popular journals and secondary sources were also reviewed. On this basis, this study analyzes the discussion of women's cycling-related issues in the medical community, and the cultural and social factors behind them, and examines the interaction between the medical community's attitudes towards women's cycling and social and cultural backgrounds, so as to further enrich the relevant research on women's body history and social history.

Has Armstrong's cycle efficiency improved?

This case describes the physiological maturation from ages 21 to 28 yr of the bicyclist who has now become the six-time consecutive Grand Champion of the Tour de France, at ages 27-32 yr. Maximal oxygen uptake (Vo(2max)) in the trained state remained at approximately 6 l/min, lean body weight remained at approximately 70 kg, and maximal heart rate declined from 207 to 200 beats/min. Blood lactate threshold was typical of competitive cyclists in that it occurred at 76-85% Vo(2max), yet maximal blood lactate concentration was remarkably low in the trained state. It appears that an 8% improvement in muscular efficiency and thus power production when cycling at a given oxygen uptake (Vo(2)) is the characteristic that improved most as this athlete matured from ages 21 to 28 yr. It is noteworthy that at age 25 yr, this champion developed advanced cancer, requiring surgeries and chemotherapy. During the months leading up to each of his Tour de France victories, he reduced body weight and body fat by 4-7 kg (i.e., approximately 7%). Therefore, over the 7-yr period, an improvement in muscular efficiency and reduced body fat contributed equally to a remarkable 18% improvement in his steady-state power per kilogram body weight when cycling at a given Vo(2) (e.g., 5 l/min). It is hypothesized that the improved muscular efficiency probably reflects changes in muscle myosin type stimulated from years of training intensely for 3-6 h on most days.

Scientific considerations for physiological evaluations of elite athletes.

This case describes the physiological maturation from ages 21 to 28 yr of the bicyclist who has now become the six-time consecutive Grand Champion of the Tour de France, at ages 27-32 yr. Maximal oxygen uptake (Vo(2max)) in the trained state remained at approximately 6 l/min, lean body weight remained at approximately 70 kg, and maximal heart rate declined from 207 to 200 beats/min. Blood lactate threshold was typical of competitive cyclists in that it occurred at 76-85% Vo(2max), yet maximal blood lactate concentration was remarkably low in the trained state. It appears that an 8% improvement in muscular efficiency and thus power production when cycling at a given oxygen uptake (Vo(2)) is the characteristic that improved most as this athlete matured from ages 21 to 28 yr. It is noteworthy that at age 25 yr, this champion developed advanced cancer, requiring surgeries and chemotherapy. During the months leading up to each of his Tour de France victories, he reduced body weight and body fat by 4-7 kg (i.e., approximately 7%). Therefore, over the 7-yr period, an improvement in muscular efficiency and reduced body fat contributed equally to a remarkable 18% improvement in his steady-state power per kilogram body weight when cycling at a given Vo(2) (e.g., 5 l/min). It is hypothesized that the improved muscular efficiency probably reflects changes in muscle myosin type stimulated from years of training intensely for 3-6 h on most days.

Knights of death: introducing bicycles and motor vehicles to Turin, 1890-1907.

The aim of this article is to investigate, through a case study from the city of Turin, the reaction to the arrival of bicycles and automobiles in Italy. It focuses on the early years of bicycle and automobile use, using municipal council minutes, local newspapers, and satirical magazines as sources. The introduction of velocipedes and cars disrupted the traditional use of roads as public spaces, generating protests against the new transport devices, especially with regard to safety concerns resulting from the transgression of traditional uses of urban streets, the speed of vehicles, and the anonymity of riders and drivers.

"Somos escaladoras" Historias de vida de mujeres ciclistas en equipos internacionales / "We are climbers" Life stories of women cyclists in international teams

Recientemente, la psicología del deporte ha centrado su atención en la carrera de deportistas migrantes transnacionales, quienes transitan entre diversos contextos culturales y experimen-tan transiciones culturales. Sin embargo, son pocos los estudios sobre esta transición con mujeres deportistas. Por ello, mediante la metodología de historias de vida, este artículo explora las experiencias de dos mujeres ciclistas latinoamericanas al transitar hacia equipos profesionales internacionales. El análisis temático permitió construir cuatro temas: (a) "el sueño olímpico", (b) "enfrentándose a lo desconocido", (c) "redes que sostienen" y (d) "mujeres y escaladoras". Se identificó que uno de los motivos para migrar es ayudar a mejorar la calidad de vida de sus familias. Además, durante esta transición, las ciclistas relataron experimentar cambios en las dinámicas de comunicación con su familia y el papel significativo de sus parejas como fuentes de apoyo emocional. En la Discusión, proponemos estrategias para asesorar a ciclistas transnacionales latinoamericanas durante esta transición

Sport psychology has recently focused on understanding the experiences of migrant transnational elite athletes (i.e., athletes that move through different cultural contexts and face cultural transitions). However, few studies have explored the cultural transition in female athletes. The present study applied the life stories method to explore the experiences of two female Latin-American cyclists when they were transitioning to international professional teams. Thematic analysis allowed us to generate four themes: (a) "the Olympic dream", (b) "facing the unknown", (c) "supporting networks" and (d) "women and climbers". We identified that one of their main reasons to migrate was to improve their family's quality of life. In addition, during their cultural transitions, both cyclists experienced changes in the communication dynamics with their families and highlighted the key role that partners played in providing emotional support. In the Discussion, we provide strategies to support Latin-American transnational female cyclists during cultural transition

This hill is dangerous.

The introduction of cyclists' "danger boards" in the United Kingdom in the 1880s established a new form of road sign aimed at private, mechanized transport that redefined ideas of safety on the road. This article explores the implications of this for established road users. In particular it considers the transfer of responsibility for erecting signs from private clubs to the state in the context of cycling's eclipse by motoring in the early twentieth century. It uses the design development of road signs as a marker of changing power structures in road use.

Off-road cycling injuries. An overview.

Off-road bicycles, commonly called 'mountain bikes', have become increasingly popular worldwide since their introduction in the western US in the late 1970s. This popularity is partly because these vehicles can be ridden on a wide variety of terrain which is not accessible to other types of bicycle. Although early versions were rather crude, off-road bicycles today typically include high strength, lightweight frames with a wide array of available suspension and braking systems. Virtually all aspects of the technology continue to evolve, including components and protective equipment. As the popularity of off-road cycling has increased, so too has the interest and level of participation in the competitive aspects of the sport. Currently, 2 organisations--the National Off-Road Bicycle Association (NORBA) and the Union Cycliste Internationale (UCI)--sponsor the major events within the US and around the world. To date, the majority of studies have been descriptive in nature, with data collected via self-report, questionnaire formats. Only 1 prospective study has been reported thus far, which surveyed a major international competition held in the US in 1994. Injury rates calculated on the basis of injuries per ride or event in competitive venues have been reported, ranging from 0.2 to 0.39% compared with 0.30% for recreational participants. Retrospective data collected from recreational and competitive riders indicate that from 20 to 88% of those surveyed reported having sustained an injury during the previous year of participation. The majority of injuries appear to be acute, traumatic episodes involving the extremities, with contusions and abrasions being the most common. In general, the incidence of more severe injuries such as dislocations, fractures and concussions is low. Comparisons between road and off-road cycling events indicate that off-road cyclists sustain more fractures, dislocations and concussions than their road-event counterparts. Future research should incorporate epidemiological methods of data collection to determine the relationships between vehicle design, terrain and safety equipment and riding-related accidents. Further, those engaged in such research should attempt to set a standard definition for injury.

Stamina, speed and adventure: Australian women and competitive cycling in the 1890s.

The scholarship surrounding women's cycling in Australia during the 1890s is slim. However, a focus on female competitive cycling, just one of many diverse cycling activities that women pursued in this era, reveals a rich seam of information. Accordingly, this paper surveys endurance riding, adventure touring and racing, introducing new historical and biographical detail and highlighting the significance of competitive cycling for women in the late nineteenth century. The discussion shows that women's competitive cycling constituted a significant component of Australian cycling history, and helped to re-define women's identity in an era when feminine roles were in flux and the traditional gender order was being contested.

Bicycle use in Germany: explaining differences between municipalities with social network effects.

This paper aims to account for important factors influencing bicycle use and focuses in particular on differences between 20 selected German municipalities with considerable variation in their bicycle mode share. Using data from the nation-wide survey Mobility in Germany 2002, a mode choice model for bicycling is developed. In an extension to previous research, social network or spillover effects as a measure of the city's bicycling culture are also taken into account. These effects are modelled using an instrumental variable approach. It is shown that social network effects increase the probability of cycling for shopping and recreational trip purposes, but not for school, work or errands. Furthermore, it is found that cycling infrastructure matters only for shopping and errand trips. Finally, commuting trips by bicycle seem to be largely independent of any policy variables.

Reading photographic portraits of Australian women cyclists in the 1890s: from costume and cycle choices to constructions of feminine identity.

During the 1890s, in Australia and around the world, there was a convergence of the cycle, the camera and women. With the advent of the revolutionary safety bicycle, cycling had become a craze. At the same time, photographic technology had undergone changes that meant photographs were cheaper and more accessible. Women became avid consumers of both these new technologies; they became cyclists in unprecedented numbers for the first time, and they also became the popular subjects, and proud owners, of photographic portraits. These two trends converged, resulting in a proliferation of photographic portraits of women cyclists, many of which were published in newspapers and magazines. These bicycle portraits have now become a rich source for historians. More than just visually interesting artefacts, these photographic depictions of the Australian woman cyclist are important windows into the history of Australian women's cycling in the last decade of the nineteenth century. Bicycle portraits provide significant insights into the study of Australian women cyclists, from historical detail ranging from costume, bicycle and cycling activity choices to more complex understandings of the expression of feminine identity among Australian women cyclists in the 1890s.