Tuesday, September 29, 2009

35 Psychology Of Dog-Cyclist Encounters



The human instinct to fear when something on four legs chases you down on a pathway is natural. The speed, ferocity and the sound of animal paws smacking the ground as it tries to catch up behind us sends us scrambling for escape responses. Getting caught up in this moment to save your own butt could be all too easy.

What about the dog? Are all cyclist-dog encounters dangerous for riders? This is the interesting question for today.

I have never had very troublesome dog encounters but I did have a few close ones which I managed perfectly fine by just increasing my velocity. That response wasn't hard to gather. I find it somewhat odd when people talk about carrying sticks of dog spray and other ammunition on their backs as if preparing for some kind of surprise ambush like those between highwaymen and money wagons in western movies.

Maybe you'd have a different perspective and we can surely disagree.

In this post, we take a look at the ingredient of dog sprays and then try to understand the mind of a dog during a dog chase. We think we know animals, but we might actually be surprised by how much we don't. What's the source of the dog chase and what's the best course of action from a cyclist? Read on...


DOG SPRAY AND ITS SHU VALUE

Its become a sort of fashion these days to go with the "Point and Spray" method without a furnishing a second thought. Besides giving the user of the spray an inflated sense of security, there's probably some degree of thrill involved in knowing that you'll be spraying nasty crap into someone's eyes. I did wonder a few times whether people stop and think about what this crap really is.

Bite into a piece of hot pepper and one quickly realizes the complex reactions involved in the body to flush out this irritant heat. If that's not enough for you, try some of the interesting hot sauces out there. People make a living through marketing this stuff and gaining notoriety for the "heat in the bottle". The more, the better.

I was once offered a bloody little drop of Dave's Insanity Sauce to try as relish by a friend. Just a tiny drop about 0.5 inches in diameter on the palm of my hand.

How did it go? Well, let's say I was too saucy in my overconfidence to begin with. The moment the wretched stuff hit my tongue, my eyes started watering streams and my throat, mouth and ears felt like they were lit on fire by a propane torch. Wow. Its relieving to just say that it was something I tried, in past tense.

You'd think this is the hottest stuff around that you had in your mouth but the gurus of spice will wave you off and tell you otherwise. For perspective, inspect the table below. This gives the Scoville Rating, which is basically the piquancy spectrum, for peppers. The unit of measurement is Scoville Heat Unit or SHU for short.

The Scoville Scale of peppers. Click to zoom.

The predominant ingredient in dog spray is oleoresin capsicum (OC). Take your canister and inspect it. It might even say something like "contains capsaicin and capsaicinoids", which is true as the extracts of OC contain capsaicin. Capsaicin causes neurogenic inflammation.

The hotness of OC is directly related to the amount of capsaicin in it, which varies significantly from manufacturer to manufacturer. The more capsaicin content the OC has, the hotter and more effective the spray will be.

While Dave's Insanity Sauce has about 250,000 to 500,000 SHU's, commercial grade self-defense sprays such as dog spray, mace and pepper spray have a minimum of 2 million SHU's and beyond. That's 4 to 8 times the strength of Insanity Sauce.

Now imagine if someone who didn't like you took the same Insanity Sauce and squirted a bit in your eyes. Good luck, my friend. You may see your bum through your head.

When you spray 2 million SHU's or more on someone's face, into their nose and eyes, you bet its going to hurt real bad. Humans could easily get help and get nursed with water in the event this happens. What's a blinded dog to do in the middle of the road? I'm not sure.


PSYCHOLOGY BEHIND THE DOG CHASE

Many times I have wondered what causes a dog to chase a cyclist. What's the motivating factor for ticking a well domesticated animal, sending it scuttling behind something else it spotted on the road? What's the psychology of a dog's mind during this scenario?

I don't profess to be a dog expert. That's why I posed this troubling question to Alexandra Horowitz, a famous professor of psychology and cognitive scientist with Barnard College. She's probably one of the few in the U.S who leads a dog cognition lab which studies dog behavior.

Her recent book, Inside of a Dog: What Dogs See, Smell, and Know, describes recent discoveries of the fields of dog cognition, behavior, and biology in order to better imagine what it is like to be a dog. Just last week, her work was featured in a well written article in Time Magazine titled The Secrets Inside Your Dog's Mind.

Since she understands dogs better than most of us, I asked her to unravel for me the psychology behind the dog chase, from the dog's perspective. She was, in a way, the perfect person to ask because apart from being a scientist, she also happens to be a runner and recreational cyclist.

Ms. Horowitz's best explanation to me went along these lines. Consider the visual system of dogs. The visual system of canids evolved over the course of many years to notice quick movements, like fleeing prey.

As hunters, dogs and their forebears developed a very high sensitivity to motion, dogs became much quicker to notice a small motion in their peripheral vision than we are. This is adaptive for an animal which chases moving prey.

Not all dogs chase bikes, of course. But for those that do, they see the smooth, quick motion of the bike and it triggers their prey instinct to chase the "animal". In our case, the "animal" to the dog is the cyclist. The cyclist is the source of the problem.

She also pointed out to me that this isn't the same as saying dogs see cyclists or runners as "prey" because after all, they never consume you as you dismount. But they do get very excited and their nervous system just riles up for the chase.

What would her approach be as a cyclist? The best way to stop a dog is to simply stop the illusion of the prey, i.e, stop the bike. A dog may still bark and stay riled up, but does this only for a short time, as their nervous energy subsides. It may be impractical to stop if you're on a long ride, but keep in mind that the dog is just excited and can be calmed by stopping the bicycle.

Of course, this is easier said than done as this seems a counter-intuitive step for a majority of us. But since the dog psychology in dog-cyclist encounters makes sense, the response from a cyclist countering exactly that psychology may also make sense.

I also asked her if owners could train their dogs in such a way that they learn not to do what their instinct tells them to do on seeing a cyclist on the road. According to her, the training itself might be intensive, but something like this is certainly possible. A dog can be trained to notice, but not act on these cues. Unless an owner specifically trains their dog to be still when a bike comes by, it is not something dogs with this visual tendency will do on their own.

Ms. Horowitz believes, like I would also like to, that in most case scenarios, there is no pressing need to spray a dog with a canister of a million SHU's. In fact, she believes this could really up the ante and "cause" a secondary response in the animal.

Do you have a dog chase story to share? What are your thoughts on dog behavior? Please join the discussion if you know you have specific experience as a cyclist, dog owner or as researcher involved in animal behavior.




ADDITIONAL READING :

Guide To Chile Heat
Health Hazards Of Pepper Spray
Scoville Scale Chart For Hot Sauce And Hot Peppers
The Secrets Inside Your Dog's Mind (Time Magazine, 21 September 2009)

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Saturday, September 26, 2009

7 Saturday Stupidity VI








Laugh the weekend away for me, will ya?....

By the way, Cozy Beehive has officially chosen the following piece as its soundtrack. Let's apply it to bicycles. I'm already dancing. Can you keep up?





FOR OTHER INSTALLMENTS OF STUPIDITY, SEE :


Saturday Stupidity I
Saturday Stupidity II
Saturday Stupidity III
Saturday Stupidity IV
Saturday Stupidity V
Saturday Stupidity VI
Saturday Stupidity VII
Saturday Stupidity IX

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Thursday, September 24, 2009

14 The Highlander Cycle Tour

Distance : 105 miles (170km)
Total Vertical Climbing : 10,000 feet+ (3050 m)
Weather : 54 Deg F, Foggy With Rain (13 deg C)
Ride Time : 8 Hours


In between these days thinking about bicycle dynamics and other personal affairs, I managed to pull myself together and ride the one and only Highlander Century on September 12.

The organizers of the Tour call it the King of the East, desiring to put it close to strenuous rides in the U.S such as the Triple Bypass in Colorado (120 miles, 11,140 ft climbing) and California's Death Ride (129 miles, 15000 ft climbing).

Held in the stunning region of the Finger Lakes (NY's answer to the Napa Valley in CA), the riders who participate in this marquee event of the weekend visit 5 beautiful lakes and climb all the hills separating them. Featuring more than 10,000 feet of total climbing in 18 separate climbs, 40% of these climbs are 1-2 miles long with grades ranging between 9-23%. Fabled climbs such as "Le Grand Egypt", "Mont. Ste. Millers", the now legendary steeps (23% grade) of Le Alpe de Bopple and the Col de Gannett, are all Highlander staples.

The following is a 15 min Google Earth video essay of the 2009 Highlander route that I prepared for you, with relevant details of aid stations, climbs and regions visited. The music captures the drama and difficulty of this ride, yet it does look much easier from the sky. Note that you can view the same on Youtube, broken in two parts, and in slightly higher quality. See : Part 1 and Part 2.

The Highlander Century : A Google Earth Essay from Ron George on Vimeo.


The route for this year had lots of character in both paved and graveled roads. The weather imposed a necessity of fine bike handling skills while using the gravel paths. The cold was constant and the foggy, rain mist was periodic and made for reduced sight. Sweat saturated the helmet lining and emulsified with rain making it slightly more harder on sight. Multiple flats had us stopping many times to change tubes in wet weather. I mean, there really is no way to keep these variables at bay.

6 aid stations keep you loaded with well-needed food and liquid supplies. Its also a time for conversations about routes and cramps and hills gone and hills to come. The psychological factor can grab your head like a scorpion if you're a newcomer here. Sometimes, its better to stop listening to people's conversations.

The ride was a great test of fitness and challenge to me. Instead of talking about myself, I would like to say a few things to those who are willing to face challenging rides such as these :

1) Carry extra food that you are familiar with. You don't get too many electrolytes at the aid stations so have something of that nature with you. I gave up on crappy race gels long ago. For relentless periodic climbing, I take glucose tablets.

2) Find a friendly group beforehand to ride your tour with. Maintain a sense of humor through challenges. This is hard as it is already. And always lend a helping hand to someone stuck out on the road in the middle of nowhere with equipment issues.

3) Come prepared to ride by having lots of miles in the legs. If you don't have time to train, the least you can do is practice plenty of hill repeats. I rode 4 centuries in the summer for fun and did rake some serious mileage and climbing in the Green Mountains of Vermont earlier this year.

4) Pay close attention to your core strength and conditioning before attempting a ride such as this. In a ride that features 10,000+ feet of climbing, you'll quickly come to realize why you climb only partly with the legs. Most of your power comes from the torso, especially the lower back. Weak muscles in this region can seize up pretty quickly and your experience climbing relentless hills will be extremely painful. If something of this nature does pop up, get off the bike and stretch.

5) Never, ever attack hills if you don't know what you're doing. Give them the respect they desire, or they'll topple you upside down. Its like dealing with a black mamba. Breathe from the belly and stay relaxed on the bike. This isn't a race.

6) On steep roads of more than 20% grade such as Bopple, its more energy efficient, but slower to cut across the hill in a zigzag path. If you can't do that either, its better to walk but do that knowing its hard to gain momentum to climb back on the bike again.


Here are some few pictures I captured from aboard my Colnago C40. I hope you like them, although they don't do much justice to the understanding of this ride. Enjoy and do ask questions if you have any!

Come ride this beast and be a Highlander! Are you game?


Rollout from start at 8am

Gannett Hill





Gravelled road












Aid station 1





Aid station 2





Pinewood

Gullick to Mosher Hill


Egypt Valley


Bristol

Lake Canandaigua

Final climb up Bopple Hill

Jubilous Highlanders at the finish after dinner (me in the center in white)





ADDITIONAL READING :

Highlander Cycle Tour Official Website

Tour of The Highlands (more on Bopple & Mosher Hills)
Democrat&Chronicle : Highland Cycle Tour has been drawing cyclists to Ontario County hills for 10 years (Sept 10,2009)
Visit Finger Lakes NY

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Tuesday, September 22, 2009

7 Dynamic Stability Of Bicycle Design : Part 4

"Trail can be found by supporting the bike on a flat surface in an upright position for measuring purposes. A centerline is run down through the head tube until it hits the flat surface. A vertical line is then dropped from the front axle until it hits the ground. The distance between these two points on the ground is the trail. The comfort range of trail is 50 to 65 millimeters. Beyond these limits in either direction, it would be considered less desirable."

- A quote from Chapter 1 : Frame Geometry, The Paterek Manual for Bicycle Frame builders


Question : Why do we know what we know about the comfortable range of bicycle design parameters and ride desirability? How do we know it? Can such claims be applicable to all bikes with any rider in general? What does science say about these statements?

Continued from Part 4

In the previous post, I presented a mathematical bicycle model to you (validated by research) and a computer program called JBike6 that uses this model to calculate the bicycle's stability eigenvalues. We also explored an important point that this model is, regardless of complexity, still simple in terms of being a riderless model not accounting for the frictional properties of the tires. Hence, whatever results you see in the JBike6 is only so true as long as you consider a riderless bike with other simplifying assumptions established.

Interestingly, Jim Papadopoulos (thanks Jim!) pointed out to me in a comment to the previous post that in terms of ridden bikes, he surmises that JBike6 might apply best to recumbents (where the rider is secured to a seat) with extremely hard tires, ridden no-hands. So its applicability is not lost.

So what is the bottom line of all this mess? What I've been trying to convey to you through this series is that studying a bicycle is a difficult and complex task. The bicycle really is a complex vehicle. Why do we know what we know about the bicycle dynamics, and how do we know it?

Some of us like to think we know bicycles and like to give out general rules of thumb for design so as to get a self-stable bike. Now this could be true for the particular bike design being considered but the point is, it may not be true for different designs and different people. A different bicycle with a differently sized rider can have totally different dynamics.

Hence, it turns out that when someone makes general claims about bicycle design that he thinks he or she knows will work for all bicycles, that's just an unvalidated statement in a true scientific sense. They're what's called an anecdote. Anecdotes come through hearsay or someone's personal experience with building something. However, the state of the art in bicycle science has yet to concretely come out with the unifying principles behind why a rider controlled bicycle, any bicycle, behaves the way it does.

Science has a long way to go before establishing the truth behind general statements about parameter changes and their effect on ride characteristics as applicable to all bicycles of any design. Science also has some ways to go in studying complex modes of motion in bicycles that we talked about in Part 2, particularly the dangerous ones such as high speed wobble that can bring harm and loss of property to the owner.

While I leave you with these thoughts, I'd like to present some research by one of my readers, Jason Moore. Jason is working towards his Phd in Mechanical and Aerospace Engineering at UC Davis. He's currently a Fulbright Visiting Scholar and Researcher at the Bicycle Dynamics Laboratory at Delft University.

Jason and his advisor, Prof. Mont Hubbard, employed the same validated bicycle model we've been talking about and studied the dynamics for the design parameters of an old Schwinn bike he owns. The model was then used with a physical parameter generation algorithm to evaluate the dependence of four important design parameters on the self-stability of a bicycle. These parameters were :

1) Front wheel diameter
2) Head tube angle
3) Trail
4) Wheelbase

In the end, the duo were able to generate interesting results through graphs that showed how changing the above four parameters independent of each other affected bicycle stability in weave and capsize critical velocities.

Their research paper was featured in Engineering of Sport, the journal of the International Sports Engineering Association. The graphs show definite parametric dependence of bicycle stability. Most interestingly, their results disagree with the general claims made by the Paterek (shown at the beginning of the post) about the comfortable limits of trail by showing an increasing stable speed range with increase in trail, provided this increases was kept within reasonable limits.

With Jason's permission, attached below are 8 pages of the paper titled Parametric Study of Bicycle Stability. Please click on them to expand and read. This is also available to read via Google Books Online. See this link.

Finally, if you have any questions about bicycle stability that bothers you, please ask away and I guarantee you'll receive an adequate reply from Jason, Arend Schwab or Jim Papadopoulos, as they all read this blog.

Thanks for sticking along on this journey!

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The Engineering of Sport 7 : Proceedings of the 7th International Sports Engineering Association Conference. Biarritz, France. June 2-6, 2008.