Bicycling is a method of tourism transportation that is healthy, non-invasive, environmentally responsible, and economically sustainable. It allows freedom, mobility, and sightseeing potential that is not made possible by other modes of transit. Thousands of bicycle tourists travel from all over the globe annually to explore California on touring bikes via established cycling routes and robust determination. Thousands of additional domestic and international visitors take weekend trips, plan family vacations, travel for business, or tour California from abroad, many of whom are excellent candidates for local and regional bicycle touring at a more gentle intensity level. The increasing popularity and prominence of bicycle tourism, among both domestic and international travelers, carries great potential for economic benefit to local communities. Rural and agricultural communities can particularly benefit from bicycle tourism, as these communities do not normally experience the benefits of tourism as significantly as their urban, coastal or mountainous neighbors. Tourism that is developed in accordance with the size, scale, constraints and character of a particular community can have a beneficial effect on the economics and industry of the area. Infrastructure projects to this effect, such as development of a town or regional trail system, wayfinding features, or other resources come with benefits for visitors and locals in the form of recreation, public health, mobility, and access to food, drink, amenities, scenic areas, jobs and commerce. Trails may further improve the economy of the local housing market, as proximity to trails has a positive effect on housing values. Incorporation of agricultural destinations into local tourism planning creates a draw for visitors and can become a mutually beneficial relationship – contributing to the economic stability of the agriculture industry, preserving local farm lands, increasing tourism revenue and educating the public on the importance of local farming. Through careful planning of the touristic components of the destination, rural communities can achieve multifaceted economic benefits of diverse and versatile tourism amenities.

A bicicleta é vista hoje como uma alternativa para melhorar a mobilidade urbana de forma sustentável. Apesar disto, os procedimentos de planejamento disponíveis para o desenvolvimento de infraestruturas cicloviárias ainda não estão totalmente consolidadas. Sendo assim, este estudo visa desenvolver e aplicar um método objetivo para o planejamento de redes cicloviárias com base na mineração de dados desagregados de origem-destino, em recursos de SIG e de técnicas de análise multicritério. É sugerida a realização de três etapas: a) identificação, a partir do perfil de usuários reais, de usuários potenciais, b) planejamento de propostas de redes cicloviárias, e c) comparação entre as redes propostas e as definidas pelo poder municipal, considerando os usuários reais e potenciais e critérios de custos e benefícios. Como resultado positivo, o uso de dados desagregados permitiu mensurar e analisar a proximidade dos usuários às redes, a quantidade de pessoas atendidas e a identificação dos usuários potenciais. Além disso, a análise com base em critérios de custo e de benefício foi capaz de indicar, por exemplo, que a rede cicloviária existente (RCE) na cidade considerada como estudo de caso (São Carlos, SP, Brasil) não serve adequadamente os usuários, quando comparado às redes propostas. / Cycling is seen nowadays as an alternative to improve urban mobility in a sustainable way. Nevertheless, the planning procedures available for developing cycling infrastructures are not yet fully consolidated. This study aims at the development and application of an objective method for planning cycling networks based on data-mining of disaggregated origindestination data, GIS resources and multicriteria analysis techniques. The method involves basically three steps: a) an identification of potential users based on real users profiles, b) planning of proposed cycling networks, and c) a comparison, considering real and potential users, as well as cost-benefit criteria, between the proposed networks and those actually developed by the municipality. As a positive outcome, the use of disaggregated data allows not only a reasonable estimate of the number of people served by the networks, but also a detailed analysis of their proximity to that infrastructure and an identification of potential users. Also, the analysis based on cost-benefit criteria was able to show, for example, that the existing cycling network (ECN) of the city taken as a case study (São Carlos, SP, Brazil) does not properly serve the users, when compared to the proposed networks.

As políticas públicas de transporte e infraestrutura voltadas para o modal cicloviário na cidade de São Paulo, especialmente entre os anos de 2013 e 2016, motivaram a implementação de inédita infraestrutura específica. A partir desse marco para a mobilidade por bicicleta, buscou-se identificar as motivações que levaram o poder público municipal a construir ciclovias e ciclofaixas, bem como demais equipamentos ligados ao uso da bicicleta. Através do levantamento do número de viagens realizado por ciclistas e demais dados estatísticos, considerou-se os possíveis benefícios do uso desse tipo de modal frente às particularidades da cidade. Os tipos de ciclistas e suas respectivas imagens frente à sociedade também são analisados e considerados como importantes personagens da cidade de São Paulo. Os dados levantados apontam um crescimento significativo no número de usuários a partir da criação de infraestrutura específica, além da reprodução de uma cidade desigual criada através de sua infraestrutura de mobilidade. As novas vias cicláveis construídas mantêm o padrão de privilegiar a região central em detrimento da periferia. / Public policies for transportation and infrastructure towards the cycling modal in the city of São Paulo, specially between the years 2013-2016, motivated the unprecedently implementation of certain infrastructure. Taking this mark for the cycling mobility as a starting point, it is the purpose of the present work to identify the motivations that led the Municipal Administration to building the bike paths and bike lanes, as well as the other implementations linked to the bike usage. Through the analysis of data related to the number of trips made by cyclists and other sources of statistic data, we considered the possible benefits of the usage of this modal type, taking into account the particularities of the city. The cyclist types and their specific images according to the society are also analysed and taken into account as important actors in the city of São Paulo. The relevant data demonstrate a significant increase in the number of users since the creation of the specific infrastructure, not to mention the reproduction of an unequal city, built from its commuting mobility. The new cycling lanes that were built keep the pattern of granting privilegie to the central area, opposed to the peripheral area of the city.

Syfte: I en värld med allt mer kunskap om de problem som bilismen påverkar gällande miljö och hälsa är det önskvärt att allt fler väljer att cykla. Målet är att skapa en attraktiv stadsmiljö för cyklister med detta ska en ökad känsla av säkerhet finnas hos cyklisterna, så att fler kan tänka sig att välja cykeln. Metod: De metoder som har valts för att göra analysen är att kontrollera de krav och råd från Trafikverket och dels att använda Geografiska Informationssystem, samt att göra observationer enligt Mini Cycleability Index för att se om Jönköpings Västra centrum är attraktivt för cyklister. Till sist hölls en intervju med Jönköpings kommun för att se hur de tänker angående vägnätsanalyser och erhålla en åsikt om den analys som utförts i denna rapport. Resultat: Det funna resultatet visar att vägsystemet i Jönköpings Västra Centrum har vägar av olika skiftande kvaliteter. Betygen har delats in i tre: bättre, bra och sämre. Bättre är det högsta betyget och sämre det lägsta. Vägar av alla sorter återfinns inom vägnätet, men sämre återfinns mer frekvent än de övriga. Betyget byggs på hur väl vägarna fungerar inom kategorierna: utrymme, säkerhet och kontinuitet. Konsekvenser: Slutsatsen är att det finns många sämre vägar inom området som skulle behöva omarbetas för att skapa ett mer attraktivt område för cyklister. Inom området visar resultatet att vägarna med bättre betyg mestadels går mellan norr och söder och få existerar från öst till väst. På grund av detta är det svårt att cykla inom området då anslutningarna mellan de bättre graderade vägarna är sämre. Begränsningar: Begränsningen av detta arbete är valet av område (Jönköpings Västra centrum) och aspekterna som analyserats vilket är utrymme, säkerhet och kontinuitet. På grund av tidsaspekten har vidare begränsningar på datainsamlingen tillkommit, där mätning av antalet cyklister och en enkät hade kunnat vara användbar att utföra. För att anpassa Cycleability index med valet av område och metoderna som var möjliga att använda, har det en nedskärning av antalet kategorier skett. / Purpose: In a world with an increased awareness of the harm caused by traffic to the environment and health, it is preferable that more people choose cycling instead of driving. The purpose of this work is to create an attractive city environment for cyclists which will give a greater sense of security and leading to more people considering the use of bicycles. Method: The methods chosen to make the analysis is to check the demands and recommendations from Trafikverket, moreover make observations according to Mini Cycleability Index in order to see if the West Center of Jönköping is attractive to cyclists. Geographical Information systems has been used as a method for data collection and analysis. At last an interview was held with Jönköping municipality to discover what future plans they have regarding the studied area and how relevant the plans are with the findings of this research. Further purpose of the interview with the municipality was to see how they perform a road-network analysis and obtain an opinion on the analysis performed in this paper. Findings: The results show that the road system in Jönköping West Center has roads of shifting qualities. The grades have been split into three; great, good and poor. Great being the highest grade and poor the lowest. The three qualities of roads do exist within the area, however the poor roads appear to be more frequent than the others. The evaluation system is built upon how well the roads perform in the categories: space, safety and continuity. Implications: The conclusion of this work is that there are several roads as graded poor within the area that need to be considered for reconstruction to create an attractive area for cyclists. In the area the results showed that the roads graded as great mostly runs from north to south and few exists from east to west. Due to this it is difficult to bike within the area as the connectivity between the great graded roads are lacking. Limitations: The investigation is limited to the choice of the area (Jönköping West Center) and the aspects analyzed which are safety, space and continuity. Due to the time aspect further limitations on data collection has come, where a measurement of cyclists and a survey could have been useful to do. In order to suit the Cycleability index with the choice of area and the methods available to use, there has been a reduction of the amount categories evaluated

A bicicleta é vista hoje como uma alternativa para melhorar a mobilidade urbana de forma sustentável. Apesar disto, os procedimentos de planejamento disponíveis para o desenvolvimento de infraestruturas cicloviárias ainda não estão totalmente consolidadas. Sendo assim, este estudo visa desenvolver e aplicar um método objetivo para o planejamento de redes cicloviárias com base na mineração de dados desagregados de origem-destino, em recursos de SIG e de técnicas de análise multicritério. É sugerida a realização de três etapas: a) identificação, a partir do perfil de usuários reais, de usuários potenciais, b) planejamento de propostas de redes cicloviárias, e c) comparação entre as redes propostas e as definidas pelo poder municipal, considerando os usuários reais e potenciais e critérios de custos e benefícios. Como resultado positivo, o uso de dados desagregados permitiu mensurar e analisar a proximidade dos usuários às redes, a quantidade de pessoas atendidas e a identificação dos usuários potenciais. Além disso, a análise com base em critérios de custo e de benefício foi capaz de indicar, por exemplo, que a rede cicloviária existente (RCE) na cidade considerada como estudo de caso (São Carlos, SP, Brasil) não serve adequadamente os usuários, quando comparado às redes propostas. / Cycling is seen nowadays as an alternative to improve urban mobility in a sustainable way. Nevertheless, the planning procedures available for developing cycling infrastructures are not yet fully consolidated. This study aims at the development and application of an objective method for planning cycling networks based on data-mining of disaggregated origindestination data, GIS resources and multicriteria analysis techniques. The method involves basically three steps: a) an identification of potential users based on real users profiles, b) planning of proposed cycling networks, and c) a comparison, considering real and potential users, as well as cost-benefit criteria, between the proposed networks and those actually developed by the municipality. As a positive outcome, the use of disaggregated data allows not only a reasonable estimate of the number of people served by the networks, but also a detailed analysis of their proximity to that infrastructure and an identification of potential users. Also, the analysis based on cost-benefit criteria was able to show, for example, that the existing cycling network (ECN) of the city taken as a case study (São Carlos, SP, Brazil) does not properly serve the users, when compared to the proposed networks.

Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2016-11-30T11:40:19Z No. of bitstreams: 1 Yuri Vasquez Souza.pdf: 10507941 bytes, checksum: 8b84956d64bfc93944c11e999a09333c (MD5) / Made available in DSpace on 2016-11-30T11:40:19Z (GMT). No. of bitstreams: 1 Yuri Vasquez Souza.pdf: 10507941 bytes, checksum: 8b84956d64bfc93944c11e999a09333c (MD5) Previous issue date: 2016-09-16 / Conselho Nacional de Desenvolvimento Científico e Tecnológico / In this research, based on the concept of cultural history, I propose an analysis of the practices and the forms of representation of the bicycle in the city of São Paulo. The bicycle has been present in this city since the late 19th century, but little is known about how the practice of cycling was incorporated by the São Paulo society. This study investigates the uses and the representations of the bicycle, an object of material culture, as a tool of sport, recreation, and transportation in different contexts of the history of the city of São Paulo. Through the analysis of primary sources – such as newspapers, magazines, and periodicals, but also websites, blogs, and Internet archives –, I had access to some information that allowed me to ponder over the culture of bicycle from the perspective of the history of the present / Nesta pesquisa, embasados na concepção de história cultural, nos propusemos a empreender uma análise sobre as práticas e as representações da Bicicleta na cidade de São Paulo. A bicicleta mostra-se presente na cidade desde o final do século XIX, mas pouco se sabe sobre como ocorreu a incorporação do ciclismo pela sociedade paulistana. Nosso estudo investigou os usos e as representações da bicicleta, objeto da cultura material, como ferramenta de esporte, lazer e meio de transporte em diferentes contextos da história da cidade de São Paulo. Analisando fontes primárias, como jornais, revistas, semanários e também sites, blogs e arquivos na internet, coletamos informações que nos possibilitaram refletir sobre a cultura da bicicleta a partir de uma perspectiva da história do presente

Aerobic and anaerobic correlates of multiple sprint cycling performance. J. Strength Cond. Res. 20(4):792-798. 2006.--The aims of this study were to examine (a) the relationship between maximal oxygen uptake (O2max) and several performance indices of multiple sprint cycling; (b) the relationship between maximal accumulated oxygen deficit (MAOD) and those same performance indices; and (c) the influence of recovery duration on the magnitude of those relationships. Twenty-five physically active men completed a O2max test, a MAOD test, and 2 maximal intermittent (20 x 5 seconds) sprint cycling tests with contrasting recovery periods (10 seconds or 30 seconds). Mean +/- SD for age, height, and body mass were 20.6 +/- 1.5 years, 177.2 +/- 5.4 cm, and 78.2 +/- 8.2 kg, respectively. All tests were conducted on a friction-braked cycle ergometer with subsequent data normalized for body mass. Moderate (0.3 r < 0.5) positive correlations were observed between power output data and MAOD (range, 0.31-0.46; 95% confidence limits, -0.10 to 0.72). Moderate to large positive correlations also were observed between power output data and O2max, the magnitude of which increased as values were averaged across all sprints (range, 0.45-0.67; 95% confidence limits 0.07-0.84). Correlations between fatigue and O2max were greater in the intermittent protocol with 30-second recovery periods (r = -0.34; 95% confidence limits, 0.06 to -0.65). The results of this study reflect the complex energetics associated with multiple sprint work. Though the findings add support to the idea that multiple sprint sports demand a combination of speed and endurance, further longitudinal research is required to confirm the relative importance of these parameters.

Wider bike facilities intuitively accommodate a greater number of cyclists in the same amount of time, but specific queue discharge characteristics associated with varying widths and/or types of bike facilities have not been thoroughly documented. The focus of this research analyzed queues of cyclists at four signalized intersections in Portland, OR with varying widths on the approach and downstream intersection legs. A total of 2,820 cyclists within 630 groups of queued cyclists were observed at five different intersection layouts in Portland, Oregon. The layouts consisted of: a standard bike lane six feet wide connecting bicyclists to a standard bike lane six feet wide, a standard bike lane five feet wide connecting bicyclists to two standard bike lanes each five feet wide, a buffered bike lane 12 feet wide connecting bicyclists to a standard bike lane 6.5 feet wide, a bike box 21 feet wide connecting bicyclists to a buffered bike lane 10 feet wide, and a bike box 15 feet wide connecting bicyclists to two standard bike lanes each five feet wide. For each configuration, the following aspects were analyzed: average headway per cyclist within each queue, the time required for queues to enter the intersection, the time required for queues to clear the intersection, the number of cyclists within queues, the width of the bicycle facilities, the approach grade, and the utilization of a bike box at the intersection approach if it was present. The first major focus of the analysis reviewed the average headway values associated with each observed queue of cyclists. The queue size with the lowest mean of the average headway was for groups of seven cyclists with an average headway of approximately 0.8 seconds per cyclist. For queues larger than seven in size, the mean of the average headway remained relatively stable until queues of 12 in size and started to slightly increase toward approximately 1.0 seconds for queues larger than 12 cyclists. In addition, it appears that utilization of a bike box has a potential relationship with a reduced average headway as compared to queues that do not utilize a bike box. The associated reduction in the mean of the average headway was approximately 0.2 to 0.3 seconds per cyclist for queues of three or more in size. The second major focus of the analysis reviewed the queue discharge rate associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally discharge queues of bicyclists into the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized. The installation of a bike box at one of the study intersections increased the approach width from five to 15 feet and resulted in consistently lower average discharge times for all queue sizes, a reduction of greater than one second for queues of two cyclists to as much as about four seconds for queues of nine cyclists. The third major focus of the analysis reviewed the intersection clearance time associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally clear queues of bicyclists through the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized.

Social media is a cost-effective marketing tool, and in a 2014 survey, 75% of small business owners reported that they used social media to market. However, many of these businesses merely set up social media profiles and do not use social media to its full potential. Microenterprise owners face barriers such as lack of time, financial resources, and marketing knowledge, preventing them from adopting social media as a marketing tool. This multiple case study explored what strategies microenterprise owners in the artisan economy need to market using social media. Data were collected from 5 custom bicycle framebuilders in a Southwestern U.S. state through semistructured interviews with open-ended questions. Company documents and social media reviews were also used for data collection and triangulation. The diffusion of innovations theory was the conceptual framework of this study to aid understanding of framebuilders' social media adoption process and social media usage. Thematic analysis identified 7 themes that emerged from the data: technological competence, the establishment of social media presence, effective utilization of social media platforms, effective communication skills, the establishment of brand identity, time management, and acquisition of external support. The study findings are expected to help artisan microenterprise owners harness social media and, in turn, improve business practices, increase sales, and promote their crafts, which may lead to positive social outcomes. The results of the study will assist artisan microenterprise owners source materials locally from other small businesses, a process that prevents money from leaving the local economy and helps to build strong communities.

Lietuvoje dviračių takų tinklą sudaro 317 km. Įvairiuose šalies rajonuose dviračių takų kiekis, jų būklė labai skiriasi. Prasčiausia dviračių takų būklė yra ten, kur nusidevėjusi asfaltbetonio danga, ji neapsaugo tako konstrukcijos nuo žalingo aplinkos ir transporto poveikio. Dviračių takų būklė neprižiūrint blogėja, jiems tvarkyti dažnai trūksta lėšų. 2007 – 2008 metais tyrinėta Jonavos miesto dviračių takų būklė. Tyrimų tikslas – išanalizuoti Jonavos miesto dviračių tako techninę būklę. Nustatyta, kad tiriamo dviračių tako techninė būklė patenkinama ( vidutinis balas 2,4), bet priežiūros darbų kiekis yra nepakankamas. Nustatyta, kad dviračių take neišspręstas paviršinio vandens sutvarkymas, tako dangoje formuojasi duobės. Norint pagerint būklę rekomenduojama sutvarkyti paviršinio vandens nuvedimo įrenginius, bei atkurti susidėvėjusią tako dangą. / The network of bicycle paths has 317 km in Lithuania. In various parts of the country the quantity of bicycle paths, their condition is very different. The worst condition of bicycle paths is in that areas, where the depreciation of asphalt concrete surface does not protect construction of path from the harmful effects of environment and transport. The condition of bicycle paths is going worse and worse, if nobody does not take care about it and the main problem to manage them is the lack of money. The condition of bicycle paths was researched in Jonava city in 2007-2008 years. The purpose of this work is to evaluate if maintenance funding of bicycle paths ensure appropriate technical condition. The technical condition of analysis bicycle paths and the work of institutions who managed them is satisfactory (mean score 2.4), but the amount of work is insufficient. Found that the bicycle paths take an open water surface cleaning and on the path surface is formed the pits. For the improved condition is recommended to fix the surface water sewer facilities and to restore the broken-down path cover.