A mobilidade urbana constitui um dos desafios para o Direito Ambiental, nestes tempos em que o número de veículos automotores praticamente torna inviável a circulação nas cidades. O transporte motorizado privado predomina no sistema viário brasileiro, situação que se incompatibiliza com o Estado Socioambiental e com a própria Política Nacional de Mobilidade Urbana, que priorizam a sustentabilidade e os modos de transportes não motorizados sobre os motorizados. A ausência de ciclovias e ciclofaixas nas cidades, que também decorre da inação da administração pública, impede a construção de cidades sustentáveis. Considerando que a implementação de políticas públicas sustentáveis é um legado também para as gerações futuras, justifica-se a análise da viabilidade de judicialização para implantação de infraestruturas cicloviárias. Conquanto passível de discussões na doutrina e na jurisprudência, essa judicialização não encontra óbice na preservação da discrionariedade administrativa, nem interfere na divisão de funções, já que a proteção do bem ambiental constitui um dever também para a administração pública. A partir do método hermenêutico e da técnica de pesquisa bibliográfica, é possível concluir que a inatividade da administração pública autoriza a atuação do Poder Judiciário, pois tal conduta ofende o princípio da sustentabilidade – de valor supremo no Estado Socioambiental – que preza pela qualidade do ambiente e que, portanto, reclama atuações administrativas que operem no sentido de promover a preservação ambiental no espaço urbano. / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior, CAPES / Urban mobility constitutes one of the challenges for environmental law, in times when the number of automobiles renders the circulation in the cities practically unfeasible. Individual motorized transport prevails on Brazilian streets and roads, a situation that is incompatible with the concept of the “Ecological State”, i. e. a state that takes on socio-environmental responsibility, as well as with the National Urban Mobility Policy, which give priority to sustainability and to forms of non-motorized transport. The lack of cycle lanes in the cities, also a consequence of the inaction of public administrations, impedes the construction of sustainable cities. Considering that the implementation of public sustainable policies is likewise a legacy for future generations, it is justified to analyse the viability of judicialization for the implementation of a network of cycle lanes. Although subject for debate in legal science and jurisprudence, this judicialization encounters no impediment in the maintenance of adminstrative discretion, nor does it interfere in the division of functions, since the protection of the environment also constitutes an obligation of the public administration. Applying the hermeneutic method and the technique of bibliographical research, it can be concluded that the inactivity of the public administration entitles the judiciary to take action, since such conduct offends the principle of sustainability – of paramount value in the Ecological State, which esteems the quality of the environment and, therefore, calls for administrative actions that have the effect of promoting the preservation of the environment in urban spaces.

Recycling and recovery of materials and energy from waste is a key factor to mitigate virgin material demands and reduce resource consumption by utilising waste as a resource for new products. However, some critical materials, such as neodymium, are barely recycled because of missing information on amount and disposition of these critical materials within the waste streams. The goal of the study is to quantify recycling potentials from small and electric motors originating from end-of-life vehicles (ELV), electric bicycles and industrial machinery in Germany and the EU with focus on currently lost rare earth elements. Furthermore, innovative approaches to improve recycling of these motors shall be investigated. Therefore, a calculation model to predict current and future waste streams and the incorporated recycling potentials has been developed. The results show an increasing trend of recycling potentials from small and electric motors for all waste streams. The recycling potential of neodymium is estimated at a range of 150 t to 240 t in 2020 in Germany. However, data inaccuracy and the calculation model are likely to cause overestimation of actually available recycling potential and have to be interpreted carefully. In conclusion, disassembly of small and electric motors from ELV and electric bicycles in combination with a subsequent specific recycling process has been identified as promising to improve utilisation of the recycling potentials of rare earth elements from small and electric motors. However, in case recycling quotas are the prior goal of improvement, the application and further optimisation of post shredder technology is more relevant.

Freight transport of goods is an indispensable part of everyday life. Without it there would be no delivery of products such as food, water, construction material, technology, furniture, clothes and society, as we know it today, would collapse.  However, there are more and less sustainable ways of transporting goods. Today, the number of freight transport vehicles in cities is increasing steadily which contributes to traffic congestion, unsafety, insecurity, air pollution, noise pollution and climate change. Moreover, as the e-commerce flows are increasing, the importance of sustainable last-mile deliveries increases as well.   The research methods used were literature study and interviews. Firstly, the literature study was realized before two pre-knowledge interviews were conducted. Finally, ten semi structured interviews were conducted with experts, strategists, logisticians,  project managers and consultants.   The data suggests that sustainable urban freight transport can be accomplished with UCCs in combination with cargo bikes to reduce cars in the city. This can be done with the help of four ideas - collaboration, incentives, research and developed bicycle infrastructure.  UCCs are not a new concept but there are few centers that endure due to several factors; flawed business models, lack of expertise or research, subvention dependency and stakeholders’ various engagement and involvement levels. Also, a certain percent of freight that is transported by trucks can be substituted by cargo bicycles but in order to enhance the development of utilizing cargo bicycles as a last-mile delivery option, research and knowledge gap need to be addressed. The conclusion indicates that collaboration between stakeholders, specifically between the private and public sector, is integral. The results also highlight that off-peak deliveries and sustainable last-mile deliveries are feasible solutions. There are knowledge gaps in how UCCs and cargo bikes operate which are potential opportunities for areas of improvement and development. Lastly, policies and regulations set by the local authorities play an integral role to guide the freight industry development towards a more sustainable freight transport. / Godstransport av varor är avgörande i vardagen. Utan fungerande godstransporter skulle det inte finnas leveranser av produkter såsom mat, vatten, byggmaterial, teknik, möbler och kläder, och samhället, som vi är vana vid idag, skulle kollapsa.  Det finns emellertid mer och mindre hållbara sätt att transportera varor på. Idag ökar antalet godstransportfordon i stadskärnor stadigt vilket bidrar till trafikträngsel, osäkerhet, otrygghet, luftföroreningar, buller och klimatförändringar. Dessutom ökar e-handelns flöde i rask fart vilket leder till att betydelsen av hållbara last-mile leveranser ökar likaså. Forskningsmetoderna som användes var en litteraturstudie och intervjuer. Först genomfördes litteraturstudien, följt av två intervjuer för att få en förståelse och en gedigen bakgrund i ämnet. Slutligen genomfördes tio semistrukturerade intervjuer med experter, strateger, logistiker, projektledare och konsulter för att få en fördjupad kunskap om bl.a. problem och utvecklingsmöjligheter inom ämnesområdet.  Resultaten antyder att godstransporter kan utföras med hjälp av samlastningscentraler (UCC) i kombination med lastcyklar för att minska antalet bilar i staden. Effektiva samlastningscentraler ställer krav på väl utvecklat samarbete, incitament, forskning och cykelinfrastruktur. UCC är inget nytt koncept, men det finns få center som överlever på grund av flera faktorer: bristfälliga affärsmodeller, brist på expertis eller forskning, subventionsberoende samt olika nivåer av engagemang och deltagande från intressenter. En viss andel av godstransporterna som utförs med lastbilar kan ersättas av lastcyklar. För att främja utvecklingen av användningen av lastcyklar som last-mile lösning krävs dock forskning och ökad kunskap.  Slutsatsen pekar på att samarbete mellan intressenter, särskilt mellan privata och offentliga sektorer, är avgörande. Resultaten belyser också att off-peak leveranser lågtrafikperioder och hållbara last-mile lösningar är genomförbara alternativ. Det finns kunskapsluckor när det gäller drift av UCC och lastcyklar, vilket kan ses som en möjlighet till förbättring och utveckling. Slutligen spelar lokala myndigheters policys och regler en viktig roll för att styra godstransportindustrins utveckling mot en mer hållbar transport av gods.

The world is facing a change that needs to reduce the carbon output that humanity and its technologies produce. One such shift is the swap to non-fossil fueled cars and more sustainable ways to travel. Travelling by bicycle has for several decades been one of the most sustainable ways to travel and now the evolution of bicycling is upon us with the boom of electric bicycles.    With the electric bicycle, you can push the active distance you can commute with a bicycle as you get a helping hand when traversing steep hills and a speed boost as well. Not to mention that you won't arrive drenched in sweat. As the evolution of sustainable traveling methods continue, how does the cities and urban areas around them evolve? As we see more charging posts for electrified cars and local buses, not much has been done within the spaces for electric bicycles. So, what is the future for the electric bicycle as a sustainable transport method and how should the municipalities and cities plan for it?    By using content analysis on different kinds of plans that municipalities work with when planning for transport methods, the goal is to see how widespread planning for electric bicycles is and if there are any other factors affecting this. By using a pre-set list of keywords and a PDF reader, the goals were to search each plan for the keywords. A hypothesis is that if a municipality mentions the electric bicycle, then the municipality may plan for it. Two categories were made, one that mentions the electric bicycle for what it is and nothing more. The other if the municipality in some greater context describes planning for the electric bicycle.   The result show that 24% of Swedish municipalities have plans that includes planning regarding the electric bicycle. Three factors were created that may explain why and if a municipality had planning or not for the electric bicycle and these were geographical aspects, the acceptance date of the plan and local factors.   For the electric bicycle to have a place in the future as a sustainable transport method it needs to be recognized as one. As well as given the space within our municipalities and city's, to be able to be used safely and not pose a risk to other users. As the electric bicycle has other requirements on the infrastructure than regular bikes, they need more space, wider roads etc. That is why it is crucial to plan for them, if they are to be among the future sustainable transport methods.

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<p>This research demonstrates a method of data collection to analyse and compare flows of bicycle (with historic data) and pedestrian activity using automatic counters and manual counts in Santiago, Chile. An outstanding challenges facing planning for non-motorized transportation (bicycle and pedestrian) is the lack of consistent information on usage and demand of these modes. This is probably the single greatest impediment to being able to understand the behaviour of travelers using these modes. Further, without consistent and accurate information on demand and usage, it is difficult to measure the real benefits of public investments on health, travel time, and other relevant indicators, and to compare these modes to alternatives such as public transit or private automobile. For these reasons, this research aims to measure bicycle and pedestrian activity in specific points of Santiago-Chile. This study is divided into two sections: 1. Measuring bicycle activity in behaviour s of Antonio Varas Ave. and Simon Bolivar Ave. (Case study 1) and Pocuro Ave., Antonio Varas Ave. and Andrés Bello Ave. (Case study 2); and 2. Measuring bicycle and pedestrian activity in the Metropolitan Park of Santiago. This research is designed to (a) evaluate existing bicycle and pedestrian data sources, (b) conduct comprehensive counts of bicyclists and pedestrians using automatic and manual counting methods and (c) analyze the growth rate of bicycle users. This research presents materials developed including a literature review, research objectives, data collection methodology, results from the data collection effort, analysis, conclusions and future recommendations.</p> / Master of Science (MSc)

This investigation evaluated the cardiorespiratory responses to three rider positions while undergoing maximal cycle ergometry. The positions were determined by the position of the hands on the handlebars and the posture of the upper body: upright (UP), and drop position (DP) with conventional racing handlebars, and an aerodynamic tuck (AT) using Scott DH time-trial handlebars. Ten well-trained (mean V02max=60.7 ± 3.63 ml*kg-1*min-1) cyclists underwent three randomly assigned separate maximal ergometry tests using each position. Variables of interest were: heart rate (RR), systolic blood pressure (SBP), diastolic blood pressure (DBP) , rate pressure product (RPP) , oxygen consumption (V02), pulmonary ventilation (VI)' ventilatory equivalent (V1/V02), respiratory exchange ratio (RER), ratings of perceived exertion (RPE) , and total time to test termination (TT). These variables did not differ significantly between rider positions at each stage of the maximal exercise tests but did change in response to increasing workloads. These results suggest that rider position does not enhance or diminish the cardiorespiratory response to maximal cycle ergometry as the responses to each position are similar. / Master of Science

Beneath the Surface is a collection of seven individual literary nonfiction essays. Five of the essays are personal essays, and three come from the author's contribution to UNO's Katrina Narrative Project. The collection represents the author's cumulative body of work upon completion of her MFA in Creative Nonfiction Writing at UNO. Titles include: "Beneath the Surface, " "Hello, Harry, " "My One-Summer Bike, " "Just Like Jazzfest, " In Defense of Sodom, " "'Every Year It's Something, '" and "Revising my Approach. The essays explore themes such as sibling bereavement, Latin American travel, the incomprehensibility of death, experiencing new cultures, online teaching, and hurricane evacuation.

Cuba! The name alone connotes many things for people be it rum &amp; cigarrs, old Chevys &amp; colonial buildings, Hemingway &amp; Daquires, Castro &amp; communism, Salsa &amp; Reaggaton, parties &amp; calm life, blue oceans &amp; white sandy beaches, poverty &amp; oppression.  As a tourist destination Cuba is sold as a country caught up in a time capsule. Visit before it is too late, before it forever changes (Culturetrip 2017).   When we read or hear about Cuba in the news its usually when extraordinary events are being covered such as President Obamas visit in 2016, the death and funeral of Fidel Castro in the same year or after hurricane Irma hit the island in 2017.  The image we get, on our side of the world, is often fragmented and without an understanding of the context.  This study consists of three reports connected to the Cuban economy. They have been written in an attempt to creat a different type of journalism - slow news journalism.  Instead of using journalism as a way to extract specific information during a specific event the aim has been to extract conceptions of the lived world by using qualitative methods like participant observation and spending time with Cubans in their own society for a longer period of time. The information has unfolded with and through time during fieldwork in Cuba, rather than having been created from a set of already determined priories before leaving Sweden.  The aim has been to find out what Cuban people (in Cuba) think is important in their daily life. What matters to them? What problems are they facing everyday and how do they cope with some of the daily challenges presented to them?  Are Cubans living their lives cut off from the rest of the world?  One of the most discussed or talked about issues in society was connected and related to the economy, which is why the reports focus on this subject. The reports take an economic insight from different perspectives in an attempt to show that the economy effect people differently depending on where they are situatedgeographically, economically, spatial, and societal in cuban society. / Skänkta cyklar får nytt liv på Kuba- Tells the story of a Norweigan aid project in the cuban province Artemisa. What does a bike mean for a family in Cuba? Can everone afford and get one? What do bikes have to do with the cuban economy? Ekonomin, en av de största utmaningarna på Kuba-  Tells the story of the informal and formal market in Cuba. Why are so many Cubans traveling abroad for business? How does the Cuban economy effect people’s daily lives and how do they face the challenges presented to them? Utbredd sexturism på Kuba- Tells the story of sex tourism on the island with the help of interviews with sex byers, jineteiras and procurers. What does the relationship between foreigners (Yumas) and cubans look like?

Esta dissertação apresenta uma pesquisa e uma série de análises realizadas com a finalidade de entender melhor o uso das bicicletas próprias e compartilhadas em São Paulo, cidade em que a infraestrutura cicloviária e os sistemas de bicicletas compartilhadas são recentes e ainda limitados. Através de análises descritivas e de modelos estatísticos, (1) foi realizada uma comparação das características dos usuários de bicicletas próprias com as dos usuários de bicicletas compartilhadas; (2) foi analisado o perfil dos ciclistas antes e depois da expansão da infraestrutura cicloviária e foram identificadas as diferenças comportamentais entre ciclistas recentes e experientes; (3) foram analisados os fatores associados à frequência do uso da bicicleta com motivo trabalho ou estudo e para demais finalidades e (4) foi analisada a escolha do uso da bicicleta compartilhada ou própria para uma determinada viagem. Os resultados indicam que a expansão da oferta de infraestrutura cicloviária parece estimular segmentos menos representativos da população, como mulheres e indivíduos de baixa renda, os quais não consideravam utilizar a bicicleta sem a existência de ciclovias. O tempo de viagem parece influenciar significativamente na frequência de uso de bicicleta, indicando que esse modo pode ser competitivo com os veículos motorizados em cidades grandes, densas e congestionadas. Também se observou que os sistemas de bicicletas compartilhadas desempenham um papel fundamental nas viagens multimodais e na atração de novos ciclistas. Os resultados servem de subsídios para tomadores de decisão na definição de estratégias que visam incentivar o uso da bicicleta. Assim, o estudo pode auxiliar na elaboração de políticas públicas voltadas para a bicicleta; por exemplo, incentivo à expansão dos sistemas de bicicletas compartilhadas ou melhorias e expansão da infraestrutura cicloviária nas cidades. / The current study presents a survey and a series of analyses performed in an effort to better understand the use of private and shared bicycles in Sao Paulo, a city where bicycle infrastructure and bicycle-sharing systems are recent and still limited. Using descriptive analysis and statistical models, we (1) compare the characteristics of private bicycle users and shared bicycle users; (2) analyze the profile of bicyclists before and after the expansion of dedicated infrastructure and identify behavioral differences between newcomers and experienced bicyclists; (3) analyze factors associated with frequencies of work and non-work bicycle trips, and (4) analyze the choice between using a private or a shared bicycle for a given trip. The results show that the expansion of bicycle infrastructure seems to stimulate underrepresented segments of the population, such as women and low-income individuals, to start cycling. Travel time seems to be an important predictor of bicycling frequency for both work and non-work purposes, suggesting that this mode can be very competitive with cars and transit in large, dense and congested cities. We also observe that shared bicycle systems play a fundamental role in multi-modal travel and in introducing new users to the bicycle mode. Results may subsidize policy making in defining strategies to stimulate the use of bicycles, such as introducing bike sharing systems and expanding and qualifying the cycling infrastructure.