College is a time for many young adults to establish habits that support a healthy lifestyle, but research suggests most college students give low priority to health habits (Nelson, Kocos, Lytle, & Perry, 2009). Physical activity has numerous benefits, including improved body esteem, if engaging in physical activity for health-related reasons rather than appearance-related reasons (Davis, 2002). College is often marked by decreased BE , hence, fitness professionals need to understand how to foster college students' engagement in regular physical activity that simultaneously encourages positive BE. Achievement goal perspective theory and a caring framework have both been successful in optimizing all individuals' motivation in the exercise setting . Therefore, the purpose of this study was to examine the effect of individuals' perceptions of the motivational climate across a semester long exercise class to their BE (i.e., appearance and weight) and social physique anxiety (SPA) within the class. It was hypothesized that students who experience a caring and task-involving climate in their classes would report heightened BE and lower SPA. Students enrolled in physical activity classes at a large Midwestern university completed a survey that measured their BE, SPA, and perceptions of motivational climate. Canonical correlation analysis loadings revealed that students' perceptions of a highly caring and task-involving climate with low emphasis on egoinvolving climate features were associated with their reporting higher body and appearance esteem and lower SPA. More research is needed to examine the link between motivational climate and BE, mounting evidence shows the support of creating positive and supportive exercise environments.iv Acknowledgments There are many people to thank and acknowledge for their contributions to this project.
The Segway Human Transporter is becoming more prevalent on urban sidewalks. This experiment investigated the approach speed and passing clearance that Segway devices exhibit on encountering a variety of obstacles on the sidewalk. The experiment was conducted with a sample of 20 Segway operators: 10 experienced operators and 10 novices. For the given experimental course and procedures, the results of the study revealed that ( a) Segway riders approach obstacles at a mean speed of about 4.5 mph (7.2 km/h) with a range from 2.7 mph (4.3 km/h) to 6.8 mph (10.9 km/h); ( b) Segway riders pass obstacles with a mean clearance of about 14.5 in. (36.7 cm) with a range from 3.3 in. (8.4 cm) to 43.2 in. (110 cm); ( c) Segway riders pass moving pedestrians at an average speed of about 5 mph (8.1 km/h) and with an average clearance of 35.9 in. (91.2 cm); ( d) Segway riders pass obstacles more slowly by about 0.5 mph (0.8 km/h) on average and closer by about 17.6 in. (44.7 cm) on average on a narrow as opposed to a wide sidewalk; and ( e) experienced Segway riders pass faster by about 1.9 mph (3.1 km/h) on average than do novice riders. In the current experiment, the average passing event involving a Segway rider and a pedestrian required a minimum total distance of approximately 7.0 ft (2.1 m). These data should assist engineers in calculating the impact of various mixes of Segway traffic on sidewalks.
Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and not-for-profit purposes. Permission is given with the understanding that none of the material will be used to imply TRB, AASHTO, FAA, FHWA, FMCSA, FTA, or Transit Development Corporation endorsement of a particular product, method, or practice. It is expected that those reproducing the material in this document for educational and not-for-profit uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material, request permission from CRP. NOTICE The project that is the subject of this report was a part of the Transit Cooperative Research Program conducted by the Transportation Research Board with the approval of the Governing Board of the National Research Council. Such approval reflects the Governing Board's judgment that the project concerned is appropriate with respect to both the purposes and resources of the National Research Council. The members of the technical advisory panel selected to monitor this project and to review this report were chosen for recognized scholarly competence and with due consideration for the balance of disciplines appropriate to the project. The opinions and conclusions expressed or implied are those of the research agency that performed the research, and while they have been accepted as appropriate by the technical panel, they are not necessarily those of the Transportation Research Board, the National Research Council, the Transit Development Corporation, or the Federal Transit Administration of the U.S. Department of Transportation. Each report is reviewed and accepted for publication by the technical panel according to procedures established and monitored by the Transportation Research Board Executive Committee and the Governing Board of the National Research Council.
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