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.

"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

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.

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.

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.

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.

El centenario de la "Volta" / The centenary of la "Volta"

No disponible

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.

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.

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.

On means of transport of Danish veterinarians during the last two hundred years.

For almost 20 years the authors have been selecting and editing the material referring to the means of transport which Danish veterinarians used in the 18th, 19th and 20th century. The source material contains memoirs, advertisements from veterinary medical journals, obituaries and other sources, based on which a 210-page book in the Danish language has been published. The article presents an abridged version of this book. In Denmark, the first veterinarians rendered their services at the time when this profession had not yet established itself. They were relatively poor and very often they had to walk even 15 to 20 km per day in order to visit two or three farms, where their professional help was needed. In the first half of the 19th century, the economic situation of Danish veterinarians improved, so they could afford a horse of their own. From the second half of the 19th century, the gig, a light two-wheel vehicle drawn by one horse, was in use. At the end of the 19th century, bicycles and motor-bicycles were slowly gaining ground. The gig, however, continued to be the main means of transport, because it was cheap and safe. In the 20th century, the automobile era began, but World War I prevented the widespread use of cars due to the shortage of petrol, rubber parts and the like. After the war, automobiles came into common use both in medical and veterinary practice. Only in hard winters with much snow, horses and sledges were coming to the fore again. World War II once again created the shortage of petrol and rubber tyres, so horses and gas generators were in demand. After the war, various car models completely dominated the veterinary practice, cars with built-in shelves for medicines, instruments and other medical supplies in particular. The telephone was a great help and of service to veterinarians, because many of long trips to clients were not necessary any more, thanks to the simple communication over the phone. Veterinarians were often among the first owners of the telephone in a town or village, which can still be seen in their valid phone numbers (ending with 01, 02, etc.). Some veterinarians travelled also by train, during the war in particular. When there was much snow, some used skis. Some Danish veterinarians had to accompany exotic animals on their journey from Africa or Thailand, where planes were the main means of transport. In the 19th and 20th century, veterinarians used to accompany animals during their transport at sea, for example from South America to Danish colonies in West India (Tranquebar). After World War II, several veterinarians accompanied animals transported by ships to some of the Baltic harbours in the former USSR. In Denmark, there are many islands with numerous farms, therefore, if required, veterinarians from the continent have to be ready to go to the islands any time, day or night. In such cases boats are the primary means of transport, but planes and helicopters are also used in modern times. In Greenland, veterinary services are provided by veterinarians travelling by ships or boats, helicopters, and sometimes even dog-sledges.

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.