Blood lactate response and critical speed in swimmers aged 10-12 years of different standards

It has previously been shown that measurement of the critical speed is a non-invasive method of estimating the blood lactate response during exercise. However, its validity in children has yet to be demonstrated. The aims of this study were: (1) to verify if the critical speed determined in accordance with the protocol of Wakayoshi et al. is a non-invasive means of estimating the swimming speed equivalent to a blood lactate concentration of 4 mmol . l(-1) in children aged 10-12 years; and (2) to establish whether standard of performance has an effect on its determination. Sixteen swimmers were divided into two groups: beginners and trained. They initially completed a protocol for determination of speed equivalent to a blood lactate concentration of 4 mmol . l(-1). Later, during training sessions, maximum efforts were swum over distances of 50, 100 and 200 m for the calculation of the critical speed. The speeds equivalent to a blood lactate concentration of 4 mmol . l(-1) (beginners = 0.82 +/- 0.09 m . s(-1), trained = 1.19 +/- 0.11 m . s(-1); mean +/- s) were significantly faster than the critical speeds (beginners = 0.78 +/- 0.25 m . s(-1), trained = 1.08 +/- 0.04 m . s(-1)) in both groups. There was a high correlation between speed at a blood lactate concentration of 4 mmol . l(-1) and the critical speed for the beginners (r = 0.96, P < 0.001), but not for the trained group (r = 0.60, P > 0.05). The blood lactate concentration corresponding to the critical speed was 2.7 +/- 1.1 and 3.1 +/- 0.4 mmol . l(-1) for the beginners and trained group respectively. The percent difference between speed at a blood lactate concentration of 4 mmol . l(-1) and the critical speed was not significantly different between the two groups. At all distances studied, swimming performance was significantly faster in the trained group. Our results suggest that the critical speed underestimates swimming intensity corresponding to a blood lactate concentration of 4 mmol . l(-1) in children aged 10-12 years and that standard of performance does not affect the determination of the critical speed.

The validity of critical speed determined from track cycling for identification of the maximal lactate steady state

The objective of this study was to determine the critical speed (CS) for track cycling and to assess whether a lactate steady state occurs at this speed. Fourteen competitive cyclists performed the following tests on an official cycling track (333.3 m): 1) incremental test for determination of the intensity corresponding to 4 mM of blood lactate (onset of blood lactate accumulation, OBLA) and maximal oxygen uptake (VO(2)max); 2) CS: 3 maximal bouts for distances of 2, 4 and 6 km executed in random order and with a period of recovery of 40 to 50 min between bouts. CS was determined for each subject from the linear regression between the distance and the time taking to cycle it; 3) Endurance test in which subjects were instructed to pedal at 100% of their individually determined CS for 30 min. At the 10(th) and 30(th) min (or upon exhaustion), 25 mul of blood were collected from ear lobe for later analysis of blood lactate [Lac]b. An increase less than or equal to1 mM between 10 and 30 min of exercise was considered as the criterion for the occurrence of the lactate steady state. CS (49.6 +/- 8.6 ml.kg(-1).min(-1); 36.9 +/- 2.7 km.h(-1)) was significantly higher than OBLA (43.7 8.0 ml.kg(-1).min(-1); 35.24 +/- 2.6 km.h(-1)) although the two parameters were highly correlated (r=0.97). During the endurance test, only 8 of the 14 subjects completed the 30 min period at CS. of these 8 subjects, only 2 presented a lactate steady state. Time to exhaustion at CS was 20.3 +/- 1.6 min for the remaining 6 subjects. The 12 subjects who did not reach a lactate steady state presented mean [Lac]b values of 7.4 +/- 1.3 mM at 10 min and of 9.4 +/- 1.9 mM at the end of the test (exhaustion), characterizing an exercise intensity of high lactacidemia. on the basis of the present results, we can conclude that CS determined by a track cycling test seems to overestimate the intensity of the maximal lactate steady state for most subjects.

Validity of the critical speed to determine blood lactate response and aerobic performance in swimmers aged 10-15 years

Introduction - the aim of this study was to analyze the validity of the critical speed (CS) to determine the speed corresponding to 4 mmol 1(-1) of blood lactate (S4) and the speed in a 30 min test (S30min) of swimmers aged 10-15 years.Synthesis of facts - CS, S4 and S30min were determined in 12 swimmers (eight boys and four girls) divided into two groups: 10-12 years and 13-15 years.Conclusion - CS was a good predictor of aerobic performance (S30min) independent of the chronological age, providing practical information about the aerobic performance state of young swimmers. (C) 2002, Editions scientifiques et medicates, Elsevier SAS. All rights reserved.

Critical speed and endurance capacity in young swimmers: Effects of gender and age

This study analyzed the relationship between critical speed (CS) and maximal speed for 30 min (S30) in swimmers of ages 10-15 years. Fifty-one swimmers were divided by chronological age (10-12 years = G10-12, 13-15 years = G13-15), sexual maturation (pubic hair stages; P1-P3 and P4-P5), and gender (M = boys, F = girls). The CS was determined through the slope of the linear regression between the distances (100, 200, and 400 m) and participants' respective times. CS and S30 were similar in the younger (G10-12M = 0.97 vs. 0.97 m/s, and G10-12F = 1.01 vs. 0.97 m/s, respectively), and older swimmers (G13-15M = 1.10 vs. 1.07 m/s and G13-15F = 0.93 vs. 0.91 m/s, respectively). In conclusion, the CS can be used in young swimmers for the evaluation of aerobic capacity, independent of gender and age. © 2005 Human Kinetics, Inc.

Effects of gender on stroke rates, critical speed and velocity of a 30-min swim in young swimmers

Our objective was to analyze the effect of gender on the relationship between stroke rates corresponding to critical speed (SRCS) and maximal speed of 30 min (SRS30) in young swimmers. Twenty two males (GM1) (Age = 15.4 ± 2.1 yr., Body mass = 63.7 ± 12.9 kg, Stature = 1.73 ± 0.09 m) and fourteen female (GF) swimmers (Age = 15.1 ± 1.6 yr., Body mass = 58.3 ± 8.8 kg, Stature = 1.65 ± 0.06 m) were studied. A subset of males (GM2) was matched to the GF by their velocity for a 30 min swim (S30). The critical speed (CS) was determined through the slope of the linear regression line between the distances (200 and 400 m) and participant's respective times. CS was significantly higher than S30 in males (GM1 - 1.25 and 1.16 and GM2 - 1.21 and 1.12 m·s-1) and females (GF - 1.15 and 1.11 m·s-1). There was no significant difference between SRCS and SRS30 in males (GM1 - 34.16 and 32.32 and GM2 - 34.67 and 32.46 cycle·s-1, respectively) and females (GF - 34.18 and 33.67 cycle·s-1-1, respectively). There was a significant correlation between CS and S30 (GM1 - r = 0.89, GF - r = 0.94 and GM2 - r = 0.90) and between SRCS and SRS30 (GM1 - r = 0.89, GF - r = 0.80 and GM2 - r = 0.88). Thus, the relationship between SRCS and SRS30 is not influenced by gender, in swimmers with similar and different aerobic capacity levels. ©Journal of Sports Science and Medicine (2007).

Vertical dynamic interaction of trains and rail steel bridges

Rail steel bridges are vulnerable to high impact forces due to the passage of trains; unfortunately the determination of these transient impact forces is not straightforward as these are affected by a large number of parameters, including the wagon design, the wheel-rail contact and the design parameters of the bridge deck and track, as well as the operational parameters – wheel load and speed. To determine these impact forces, a detailed rail train-track/bridge dynamic interaction model has been developed, which includes a comprehensive train model using multi-body dynamics approach and a flexible track/bridge model using Euler– Bernoulli beam theory. Single and multi-span bridges have been modelled to examine their dynamic characteristics. From the single span bridge, the train critical speed is determined; the minimum distance of two peak loadings is found to affect the train critical speed. The impact factor and the dynamic characteristics are discussed.

Two critical crack propagating velocities for PMMA fracture surface

Ultrasonic fractography and scanning electronic microscopy (SEM) are used to determine the direct relationship between the fracture surface morphology and the main crack velocity during the rapid rupture of polymethylmethacrylate (PMMA). Two critical crack velocities are found for the fracture. Quasi-parabolic markings will appear when the crack speed exceeds the first critical speed. Crack propagating at speed above the second critical speed leaves a thicket of small branches penetrating the surface behind them. Both critical speeds are functions of the thickness of the specimens.

Relationship Between Speed and Time in Running

The purpose of this study was to evaluate the effect of using different mathematical models to describe the relationship between treadmill running speed and time to exhaustion. All models generated a value for an aerobic parameter (critical speed; S(critical)). 35 university students performed 5-7 constant-speed 0%-slope treadmill tests at speeds that elicited exhaustion in similar to 3 min to similar to 10 min. Speed and time data were fitted using 3 models: (1) a 2-parameter hyperbolic model; (2) a 3-parameter hyperbolic model; and (3) a hybrid 3-parameter hyperbolic + exponential model. The 2-parameter model generated values for S(critical) (mean (+/- SD): 186 +/- 33 m.min(-1)) and anaerobic distance capacity (ADC; 251 +/- 122 m) with a high level of statistical certainty (i.e., with small SEEs). The 3-parameter models generated parameter estimates that were unrealistic in magnitude and/or associated with large SEEs and little statistical certainty. Therefore, it was concluded that, for the range of exercise durations used in the present study, the 2-parameter model is preferred because it provides a parsimonious description of the relationship between velocity and time to fatigue, and it produces parameters of known physiological significance, with excellent confidence.

The ballast pick-up problem. A theoretical approach and two experimental campaigns

The aim of this contribution is to present a theoretical approach and two experimental campaigns (on wind tunnel and on the track) concerning the research work about the ballast train-induced-wind erosion (BTIWE) phenomenon. When a high speed train overpasses the critical speed, it produces a wind speed close to the track large enough to start the motion of the ballast elements, eventually leading to the rolling of the stones (Kwon and Park, 2006) and, if these stones get enough energy, they can jump and then initiate a saltation-like chain reaction, as found in the saltation processes of soil eolian erosion (Bagnold, 1941). The expelled stones can reach a height which is larger than the lowest parts of the train, striking them (and the track surroundings) producing considerable damage that should be avoided. There is not much published work about this phenomenon, in spite of the great interest that exists due to its relevant applications in increasing the maximum operative train speed. Particularly, the initiation of flight of ballast due to the pass of a high speed train has been studied by Kwon and Park (2006) by performing field and wind tunnel experiments.

Outer rotor mechanical and dynamic performance analysis for high-speed machine

Due to high-speed rotation, the problems about rotor mechanics and dynamics for outer rotor high-speed machine are more serious than conventional ones, in view of above problems the mechanical and dynamics analysis for an outer rotor high-speed permanent magnet claw pole motor are carried out. The rotor stress analytical calculation model was derived, then the stress distribution is calculated by finite element method also, which is coincided with that calculated by analytical model. In addition, the stress distribution of outer rotor yoke and PMs considering centrifugal force and temperature effect has been calculated, some influence factors on rotor stress distribution have been analyzed such as pole-arc coefficient and speed. The rotor natural frequency and critical speed were calculated by vibration mode analysis, and its dynamics characteristics influenced by gyroscope effect were analyzed based on Campbell diagram. Based on the analysis results above an outer rotor permanent magnet high-speed claw pole motor is design and verified.

Use of ITS to improve level crossings safety : open issues

Level crossing crashes have been shown to result in enormous human and financial cost to society. According to the Australian Transport Safety Bureau (ATSB) [5] a total of 632 Railway Level crossing (RLX) collisions, between trains and road vehicles, occurred in Australia between 2001 and June 2009. The cost of RLX collisions runs into the tens of millions of dollars each year in Australia [6]. In addition, loss of life and injury are commonplace in instances where collisions occur. Based on estimates that 40% of rail related fatalities occur at level crossings [12], it is estimated that 142 deaths between 2001 and June 2009 occurred at RLX. The aim of this paper is to (i) summarise crash patterns in Australia, (ii) review existing international ITS interventions to improve level crossing and (iii) highlights open human factors research related issues. Human factors (e.g., driver error, lapses or violations) have been evidenced as a significant contributing factor in RLX collisions, with drivers of road vehicles particularly responsible for many collisions. Unintentional errors have been found to contribute to 46% of RLX collisions [6] and appear to be far more commonplace than deliberate violations. Humans have been found to be inherently inadequate at using the sensory information available to them to facilitate safe decision-making at RLX and tend to underestimate the speed of approaching large objects due to the non-linear increases in perceived size [6]. Collisions resulting from misjudgements of train approach speed and distance are common [20]. Thus, a fundamental goal for improved RLX safety is the provision of sufficient contextual information to road vehicle drivers to facilitate safe decision-making regarding crossing behaviours.

Driver’s behavioural changes with new Intelligent Transport System interventions at railway level crossings: A driving simulator study

Improving safety at railway level crossings is an important issue for the Australian transport system. Governments, the rail industry and road organisations have tried a variety of countermeasures for many years to improve railway level crossing safety. New types of Intelligent Transport System (ITS) interventions are now emerging due to the availability and the affordability of technology. These interventions target both actively and passively protected railway level crossings and attempt to address drivers’ errors at railway crossings, which are mainly a failure to detect the crossing or the train and misjudgement of the train approach speed and distance. This study aims to assess the effectiveness of three emerging ITS that the rail industry considers implementing in Australia: a visual in-vehicle ITS, an audio in-vehicle ITS, as well as an on-road flashing beacons intervention. The evaluation was conducted on an advanced driving simulator with 20 participants per trialled technology, each participant driving once without any technology and once with one of the ITS interventions. Every participant drove through a range of active and passive crossings with and without trains approaching. Their speed approach of the crossing, head movements and stopping compliance were measured. Results showed that driver behaviour was changed with the three ITS interventions at passive crossings, while limited effects were found at active crossings, even with reduced visibility. The on-road intervention trialled was unsuccessful in improving driver behaviour; the audio and visual ITS improved driver behaviour when a train was approaching. A trend toward worsening driver behaviour with the visual ITS was observed when no trains were approaching. This trend was not observed for the audio ITS intervention, which appears to be the ITS intervention with the highest potential for improving safety at passive crossings.