Made available in DSpace on 2016-03-15T19:42:44Z (GMT). No. of bitstreams: 1 Eduardo Boero de Souza e Silva.pdf: 4269026 bytes, checksum: b5f79f37d87138bb63c5952bc54ad261 (MD5) Previous issue date: 2014-06-02 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The use of the bicycle as an important vehicle of daily transport generates social, environmental and economic gains, including improvement of air quality, reducing traffic jams and regular physical activity that benefits the quality of life and human health. The present research aimed to make a diagnosis on the use of bicycles in the city of Atibaia, São Paulo, and road safety user educate on the role of environmental education and education for transit - of interdisciplinary methodological essence on the awareness of citizens, emphasizing a safe and environmentally sustainable transit. The methodology used was qualitative exploratory type, based in a case study in the city mentioned above. We had the participation of teachers from elementary education, cyclists and drivers. Data were collected through systematic observation and interviews with the implementation of specific questionnaires, and we analyzed employing the technique of processing and tabulation categories, according to Bardin. The results, showed that teachers understand that environmental education is fundamental for building knowledge and values related to the practice of solidarity when in transit and respect for the environment, reason is why they work this theme with their students through projects and, in the disciplines, transversely. For cyclists and drivers, the benefits and risks of adopting bike are clear, however, unaware of some safety items that are required for the movement of bicycles and thereby endanger the physical safety of users. We can notice unsafe conditions studied in bike lane itself, which leads to the conclusion that the implementation of infrastructure already projected by the authorities for the current bike lane should consider encouraging the use of bicycles and thus provide a better quality of life and environmental sustainability cyclists, motorists and pedestrians. Actions in partnership with schools in the region, aimed at the inclusion of environmental education with emphasis on traffic education in formal and non-formal education, are essential to public awareness. / A adoção da bicicleta como importante meio de transporte cotidiano, gera inúmeros ganhos sociais, ambientais e econômicos. Destacam-se: a melhoria da qualidade do ar, a redução dos congestionamentos e a prática regular de atividade física que beneficia a qualidade de vida e a saúde humana. Com esse entendimento a presente pesquisa objetivou fazer um diagnóstico sobre a utilização de bicicletas na cidade de Atibaia (SP) e refletir a respeito do papel da educação ambiental e da educação para o trânsito de essência metodológica interdisciplinar na conscientização dos cidadãos, enfatizando um trânsito seguro e ambientalmente sustentável. A metodologia utilizada foi a qualitativa do tipo exploratória, com um estudo de caso na referida cidade. Contou com a participação de professoras de uma escola de educação infantil e ensino fundamental, de ciclistas e motoristas. Os dados foram obtidos por meio da observação sistemática e de entrevistas com a aplicação de questionários específicos. Para a análise, utilizou-se a técnica de tratamento e tabulação por categorias, segundo Bardin. Pelos resultados, verificou-se que as professoras entendem que a educação ambiental é fundamental para a construção de conhecimentos e de valores voltados à prática da solidariedade no trânsito e ao respeito ao meio ambiente, motivo pelo qual trabalham a temática com seus alunos por meio de projetos e, nas disciplinas, de forma transversal. Para os ciclistas e motoristas, os benefícios e riscos da adoção da bicicleta estão bem claros, porém, desconhecem alguns itens de segurança que são obrigatórios para a circulação das bicicletas e, com isso, colocam em risco a integridade física dos usuários. Constatam-se condições inseguras na própria ciclovia estudada, o que leva a concluir que a implantação da infraestrutura já projetada pelas autoridades para a atual ciclovia deveria levar em conta o incentivo à utilização das bicicletas e, assim, propiciar melhor qualidade de vida e sustentabilidade ambiental aos ciclistas, motoristas e pedestres. Ações em parceria com as escolas da região, voltadas para a inserção da educação ambiental com ênfase na educação para o trânsito, no ensino formal ou não formal, são essenciais para a conscientização da população.

This study focused on using a mapping tool, Space Syntax, to analyze the connectivity of the Cache County road network and its use to plan for bicycles. Space Syntax is being compared to another method that is already used by city planners called Bicycle Level of Service, or BLOS. The two analyses used data from Cache County and, after they were modeled and evaluated, a statistical analysis was done to see how similar one is to the other. The analyses were done at both a regional and a local scale. At both scales the analyses were not similar. Data was added to the Space Syntax analysis at both scales to see if it would influence making it more similar to BLOS. Adding the data had no effect in making them similar. It was determined that Space Syntax and BLOS are not similar and more research would need to be done to attempt to make them similar. They both have advantages and disadvantages to them when being used for planning for bicycles. One is not necessarily better than the other, as they are two different methods that could be used.

Recent studies on sustainability indicate that the concept of the Product-Service System (PSS) is a promising approach to dematerialise the economy and reduce the environmental impacts of industrial activity. Considering the urban scale, mobility is one of the challenges that should be addressed and improved for a better quality of life for residents and lower pollution levels for the environment. In this respect, this study aims at analysing Public Use Bicycle (PUB) systems from a PSS perspective. Six PUB systems implemented in different countries in Europe have been investigated based on the products and services they contain and the business context they are in. The results of this investigation indicate that PUB systems have the potential to increase the use of public transport and hence to decrease the environmental load of personal mobility activities. Further, it has been determined that how the products and services are combined, and how the business context is structured are important considerations in the design of sustainable PUB systems. In this study, a PUB system scenario is developed for tourists in the context of Rotterdam, to reflect on the literature eview on PSS and to show the findings of the investigation of six PUB systems in more concrete terms.

M. Tech. Electrical Engineering. / Hydrogen is in the middle of many discussions as being a good alternative to petrol for the struggle against pollution and global warming. The fact that hydrogen can be found in infinite quantities such as in water or in space makes it a renewable energy. It is the object of much research works in order to be used in replacement of fossil energy such as in hybrid vehicles. However, the main shed of hydrogen is the difficulties to store it. Indeed, being the first element of the periodic table, it is the lightest, spreads a lot and can burn easily. The aim of this project is to achieve the wiring diagram of an electrical bicycle. The use of a hydrogen fuel cell allows feeding the electrical motor of the vehicle. However, due to a matter of low response time of the fuel cell, lithium-ion batteries are also used. Indeed, at the start state for instance, the fuel cell needs some time to warm and reach the nominal temperature of functioning. Lithium-ion batteries allow feeding the electrical motor during the warm up time but also to respond to peak of load. Hybrid motorization represents the future of car industry and tends to be used as a replacement of petrol engine partly responsible of greenhouse gases emissions. Some of those vehicles are already put in place in some big cities all over the world and allow moving rapidly without polluting. This project concerns a hybrid system for an electrical bicycle but the idea is to extend to bigger kind of vehicles.

This paper uses an interdisciplinary, multiperspectival approach to analyze biketivism and various anticapitalist biketivist projects in Austin, Texas, in the hopes that a “glocalized” exploration of past and current biketivist struggles can help locate potential sites for political agency in ways that more placeless rhetorical studies cannot. Because the form and content of present-day bike politics in Austin are heavily dependent on biketivism’s historically tense articulations with capitalism, a historical analysis of biketivism as an outgrowth of Progressive Era and Appropriate Technology narratives reveals its crystallization around issues of technological, spatial, and social politics. Three case studies then apply this framework to different sites within the Austin bike community: the sales rhetoric of pro-custom bike shops, the debates over installing a Bike Boulevard in downtown Austin, and the missions and forms of several bike-related cultural organizations. Together, these perspectives on Austin’s bike community indicate that the incorporation (and sometimes outright co-optation) of biketivists’ technological and spatial demands and practices into mainstream culture may fragment the movement into physical and social agendas, but this fragmentation does not necessarily silence biketivism’s more radical social politics. At least in Austin, co-optation of biketivism may paradoxically be helping biketivists meet their goal of bringing (pedal) power to the people. / text

This research report explores two regions, Denver and Minneapolis, by describing and analyzing their regional and local coordination efforts with respect to non-motorized transportation. The report is comprised of a literature review on the MPO institutional framework and governance, description and analysis of each region including levels of relationships between the MPO, State DOT, local governments and advocacy groups, as well as a comparison of both regions leading to the findings, lessons learned, and research implications. Specifically, this research seeks to understand how different levels of government work together, how the regional relationships assist in creating and implementing plans, how relationships with advocacy groups affect planning, and how climate change goals are integrated into non-motorized transportation planning. / text

Thesis (M.Tech.: Chiropractic)-Dept. of Chiropractic, Durban Institute of Technology, 2006 129, [21] leaves / The first objective was to investigate the injury profiles of South African cyclists, especially those relating to mountain bicycle use on the road, as there appears to be no knowledge available on mountain bicycle use on the road and related injuries. Secondly, to see if there is an association between injuries and bicycle set-up in a South African context.

Darbo objektas – dviračių sporto renginių saugumas. Darbo tikslas – nustatyti dviračių sporto renginių organizavimo ir saugumo užtikrinimo specifiką Darbo uždaviniai: 1. Apibrėžti sporto renginių sampratą ir organizavimo planavimo ypatumus, 2. Apibūdinti dviračių sporto renginių specifiką saugumo užtikrinimo požiūriu, 3. Nustatyti dviračių sporto renginių saugumo užtikrinimo lygmenį organizatorių ir dalyvių požiūriu. Rezultatai: • Atlikus mokslinės literatūros apžvalgą bei analizę atskleista sporto renginių samprata, jų klasifikacija pagal Daniel S. Mason, D. Getz, McDonell. • Išanalizuota dviračių sporto renginių organizavimo specifika. • Atlikti kiekybinis tyrimas (dvi anketinės apklausos) siekiant išsiaiškinti . Atlikom kokybinį interviu su LDSF generaliniu sekretorium Valentinu Rutkausku. Išvados: Nors jokia organizacija nekaupia duomenų apie traumas, sužeidimus patirtus dviračių lenktynių metu, atliktas tyrimas parodė, jog apie dviračių sporto renginių saugumo problemas žino tiek organizatoriai, tiek dalyviai. UCI paruoštas reglamentas – naudingas dokumentas, kuriuo remiantis organizuojami renginiai gali vykti taip, kaip turėtų būti vykdomos dviračių sporto lenktynės. Pasiūlymai: Dviračių sporto renginių metu svarbu dalyviams priminti, jog važiuoja ne vieni ir atsako vieni už kitus, nes kaip parodė tyrimas: viena griūtis dėl inventoriaus, asmeninės ar kitos priežasties „pasiima“ dar 2,89 dviratininko. Reiktų pabrėžti, jog tarp inventoriaus, asmeninės ir kt... [toliau žr. visą tekstą] / Object – ensure safety in a cycling events. Aim – identify issues of safety specifically in a cycling events through organizing it. Objectives of the study: 1. Sports events itself, peculiarity of organising and planning it 2. Describe specifically cycling events from point of organizator; 3. Identify safety issues in a cycling events from point of competitors and organizators and competitors. Results: • The literature review and analysis revealed the meaning of sports event, composition and clasification of it according to Daniel S. Mason, D. Getz, McDonell. • Analysed and found specific requirements, issues, when organise, plan and proceed cycling events. • Completed 2 surveys and 1 interview as a research to find main issues when faceing safety in a cycling events. Conclusion: Sadly none of organization, neither UCI, neither any federation or any other is not collecting and investigating data, incidents about crashes, unless there was a criminal action or injuries in a races. Research showed that sportsmans and organizators knows the safety issues, but not doing any major changes about it. At least we have some rules created by UCI. Offers: remind to all competitors, that there are many more racers around them and that they are responsible for them too. As research showed us, one crash due to issues with inventory, personal or any other reason „takes“ 2,89 other racers into crash with it. I want to highlight that more than half crashes are due to personal reasons and... [to full text]

Bikes sharing systems have known a growing success all over the world. Several attempts have been made since the 1960s. The latest developments in ICT have enabled the system to become efficient. People can obtain real-time information about the position of the vehicles. More than 200 cities have already introduced the system and this trend keeps on with the launching of the NYC system in spring 2013. A new avatar of these means of transportation has arrived with the introduction of Autolib in Paris end of 2011.The objective of this thesis is to propose algorithms that may help to improve this system efficiency. Indeed, operating these systems induces several issues, one of which is the regulation problem. Regulation should ensures users that a right number of vehicles are present at any station anytime in order to fulfill the demand for both vehicles and parking racks. This regulation is often executed thanks to trucks that are travelling the city. This regulation issue is crucial since empty and full stations increase users' dissatisfaction. Finding the optimal strategy for regulating a network appears to be a difficult question. This thesis is divided into two parts. The first one deals with the "static" case. In this part, users' impact on the network is neglected. This is the case at night or when the system is closed. The operator faces a given repartition of the vehicles. He wants the repartition to match a target one that is known a priori. The one-truck and multiple-truck balancing problems are addressed in this thesis. For each one, an algorithm is proposed and tested on several instances. To deal with the "dynamic" case in which users interact with the system, a simulator has been developed. It is used to compare several strategies and to monitor redistribution by using trucks. Strategies not using trucks, but incentive policies are also tested: regularly updated prices are attached to stations to deter users from parking their vehicle at specified stations. At last, the question to find the best initial inventory is also addressed. It corresponds to the case when no truck are used within the day. Two local searches are presented and both aim at minimizing the total time lost by users in the system. The results obtained can be used as inputs for the target repartitions used in the first part. During my thesis, I participated to two EURO-ROADEF challenges, the 2010 edition proposed by EDF and the 2012 one by Google. In both case, my team reached the final phase. In 2010, our method was ranked fourth over all the participants and led to the publication of an article. In 2012, we ranked eighteenth over all the participants. Both works are added in the appendix

Made available in DSpace on 2016-12-06T17:07:11Z (GMT). No. of bitstreams: 1 Dissertacao - Vitor.pdf: 1297842 bytes, checksum: d4368ad562c4950f8963c90332222304 (MD5) Previous issue date: 2006-06-18 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The purpose of this paper is to identify morphophysiological characteristics of Brazilian mountain bike (MTB) athletes , and determine the physiologic demand imposed on organism during cross-country competitions (XC) and variables associated to performance. Fourteen mountain bikers that dispute local and national championships were selected (26,1 6,5 years; 68,4 5,7kg; 175,3 4,3cm; 5,8 1,7 %F; 8,6 4,6 years of training), in different categories: elite (n=6), junior (n=1), sub 23 (n=3), sub 30 (n=1) and master (n=3). Firstly, the participants were submitted to Wingate test (WT), with fixed load corresponding to 10% of body mass (CEFISE®, 1800). After a minimum interval of 30 min., the incremental progressive exercise (IPE) was accomplished in the cycle-simulator (CompuTrainer TM RacerMate® 8000, Seattle WA), with initial load of 100 W and additional load of 30 W every 3 min. until exhaustion. During IPE, HR (Polar® Vantage NV and S610i), VO2 (Aerosport® KB1-C), [La] (Yellow Springs 1500) and EPE - 10 points (Borg et al, 1982). LL1 were identified starting from the relation between the smallest equivalent value [La].W-1 and for LL2, the fixed value of 1,5 mmol.l-1 is included (Berg et al., 1990). The physiologic domains were identified from the theoretical model of Gaesser and Poole, (1996): below LL1 (moderate), between LL1 and LL2 (intense), above LL2 (severe). After a minimum interval of four days, the athletes of the category elite were monitored through the HR registration, during the Brazilian stage of the World Cup of XC. After two weeks, all participants were evaluated in the Brazilian Championship of XC. The results indicate that the athletes present morphologic characteristics similar to those of international athletes, although physiologic variables are smaller, except for VO2máx and VO2máx.kg-1. The behavior of HR during XC competitions indicates that the average HR ranges from 91 to 92% of HRmax, provided that great part of the tests is predominantly disputed in the severe physiologic domain (~ 90% of the total time). Wmax.kg-1 and Wmáx.kg-0,79 were significantly associated with the performance in both competitions and only WLL2.kg-0,79 in the World Cup of XC. Therefore, it is noted that XC competitions require high physiologic demand, and are disputed predominantly in physiologic severe domain, close to the maximum aerobic power. In addition, the physiologic variables associated with performance stand out when normalized by algometric scale. In this regard, in order to have good performance during XC competitions, athletes should emphasize of power and capacity, aerobic and anaerobic. / O objetivo deste estudo foi identificar as características morfofisiológicas dos atletas brasileiros de mountain bike (MTB), com determinação da demanda fisiológica imposta ao organismo durante as competições de cross-country (XC) e variáveis associadas à performance. Foram selecionados 14 mountain bikers que disputam campeonatos estaduais e nacionais (26,1 ± 6,5 anos; 68,4 ± 5,7 kg; 175,3 ± 4,3 cm; 5,8 ± 1,7 %G; 8,6 ± 4,6 anos de treinamento), que competem em diferentes categorias: elite (n=6), júnior (n=1), sub 23 (n=3), sub 30 (n=1) e máster (n=3). Primeiramente, os participantes foram submetidos ao teste de Wingate (TW), com carga fixa correspondente a 10% da massa corporal (CEFISE®, 1800). Após intervalo mínimo de 30 min., foi realizado o protocolo de cargas progressivas (PCP) no ciclo-simulador (CompuTrainer TM RacerMate® 8000, Seattle WA), com carga inicial de 100 W e incremento de 30 W a cada 3 min. até a exaustão. Durante o PCP, foram identificadas a FC (Polar® Vantage NV e S610i), o VO2 (Aerosport KB1-C), [La] (Yellow Springs ®1500) e PSE 10 pontos (Borg et al, 1982). LL1 foi identificado a partir da relação entre o menor valor equivalente [La]/W e para LL2, acrescenta-se o valor fixo de 1,5 mmol.l-1 (Berg et al., 1990). Os domínios fisiológicos foram identificados a partir do modelo teórico de Gaesser e Poole, (1996): abaixo de LL1 (moderado), entre LL1 e LL2 (intenso), acima de LL2 (severo). Após intervalo mínimo de quatro dias, os atletas da categoria elite, foram monitorados através do registro da FC, durante a etapa brasileira da Copa do Mundo de XC. Após duas semanas, todos os participantes foram avaliados no Campeonato Brasileiro de XC. Os resultados indicam que os atletas apresentam características morfológicas semelhantes aos atletas internacionais, sendo que as variáveis fisiológicas são menores, exceto o VO2máx e VO2máx.kg-1. O comportamento da FC durante as competições de XC, indica que os valores médios da FC estão entre 91 e 92 % de FCmáx, sendo que grande parte das provas é predominantemente disputada no domínio fisiológico severo (~ 90% do tempo total). A Wmáx.kg-1 e Wmáx.kg-0,79 foram associadas significativamente com a performance nas duas competições e apenas a WLL2.kg-0,79 na Copa do Mundo de XC. Assim, percebe-se que as competições de XC exigem demanda fisiológica elevada, sendo disputadas predominantemente no domínio fisiológico severo, próximo à potência aeróbia máxima. Em adição, as variáveis fisiológicas associadas com a performance destacam-se quando normalizadas por alometria. Desta forma, para que os atletas tenham um bom desempenho durante as competições de XC, sugere-se o treinamento da potência e capacidade, aeróbia e anaeróbia.