O objetivo desta dissertação é traçar a situação e a perspectiva da inserção da bicicleta no planejamento de mobilidade em São Paulo e no Brasil. Para tal, estudou-se o processo de formação da cidade e dos elementos de mobilidade urbana na cidade capitalista. Também buscou-se identificar o processo histórico de reprodução da sociedade brasileira, a acumulação entravada. Foram estudados os modelos de implantação de políticas nacionais e os motivos que tornaram alguns países referência em modelo de planejamento cicloviário. Identificou-se o impacto do Protocolo de Quioto na política pró-bicicleta, apresentando elementos do maior impacto mundial, as bicicletas púbicas, ou compartilhamento de bicicletas. Simultaneamente, foi estudada e analisada a produção de uma consultoria, por mim fundada, especializada em planos e projetos cicloviários, com elaboração de projetos em todas as regiões do Brasil. Apresenta-se também a metodologia de planejamento cicloviário que se faz cada vez mais necessária e fomentada pela nova Política Nacional de Mobilidade Urbana, lei que será aplicada a partir de 2015. Por fim, é apresentado um metaprojeto na Avenida Paulista, que demonstra diferentes soluções devido a possibilidades com diversos cenários, e as considerações finais acerca do impacto da política cicloviária na organização e qualificação do espaço. / The objective of this thesis is to outline the situation and the prospect of bicycle integration in mobility planning in São Paulo and Brazil. Therefore, we studied the formation process of the city and the elements of urban mobility in the capitalist city. We also sought to identify the historical process of reproduction of Brazilian society --the impeded accumulation. Models of implementation of national policies and the reasons that made some countries reference in bicycle planning model were studied. We identified the impact of the Kyoto Protocol in the pro bike policies, featuring elements of the its most profound impact: pubic bikes, or bike-sharing. At the same time, was studied and analyzed the work of a consultancy --founded by me-- specialized on cycling plans and projects, with projects done to all regions of Brazil. Then, we introduce the cycling planning methodology, that is increasingly required and encouraged by the new National Policy of Urban Mobility, law that will apply on 2015. Finally, we present a meta project on Paulista Avenue, which demonstrates different solutions due to possibilities according to several scenarios, and the final considerations about the impact of cycling policy on the organization and qualification of space.

This thesis explores the process of integrating cycling infrastructure into transportation networks in major cities. It starts by contextualizing the process in Copenhagen, Denmark (often called the best bike city in the world) during its cycling movement in the mid-20th Century. The findings from Copenhagen show that cycling is both viewed as a legitimate and respected mode of transportation and that the city layout, density, and topography is conducive to cycling. In the United States, this thesis explores the federal policies that have been created in support of the Complete Streets movement and makes the case that Complete Streets generally yield many benefits. In the final section, this thesis contextualizes these studies with a case study of Seattle and explores the challenges that have been associated with implementing Seattle’s Bicycle Master Plan. Although the city has made some small-scale cycling infrastructure, the number of cyclists in the city remains low and the bike network remains disconnected. There has been tremendous citizen pushback against lanes for fear of increased traffic and gentrification, and Seattle’s layout and topography presents additional challenges. While the author is in support of bicycling and cycle networks, she believes it is important to consider the opposition to implementing this infrastructure so that we can be more deliberate, sensitive, and inclusive with creating cycle networks in the future. The author proposes that cycling infrastructure may need to be done in smaller pockets before a citywide network can be successfully developed.

This dissertation will focus on how the bicycle industry dealt with a period of dwindling popularity for their product how the bicycle found redemption—as a child’s toy. The central question that will serve as the driving force of this dissertation is: Why did Americans lose interest in cycling and what can this tell us about American culture and societal ideals? By examining industry practices and American consumption of the bicycle, this dissertation will seek to understand this question by mapping changes in American culture that occurred from the 1880s-1960. It examines why Americans lost interest in cycling and what this tells us about American culture and American’s self-perceptions, as individuals and as a nation. It interrogates how Americans used the bicycle to demonstrate ideals of race, class, age, and gender and how the bicycle’s role as a status symbol changed over time. This study also considers how larger historic changes, such as urbanization, suburbanization, changes in the economy, war, and political decisions regarding the built environment affected cycling. Shifts in social and cultural norms instigated changes in the symbolic nature of the bicycle and the public’s use of it to attain and affirm socially constructed ideals. Attempts to manage the image of the bicycle in reaction to cultural changes—as well as the societal contestations and negotiations arising in response to those attempts, what they teach us, and how those lessons can be applied in a contemporary setting—drive this dissertation. This examination of cycling in the U.S. will argue that the manner in which the bicycle was marketed and designed as well as the manner in which it was consumed both relate directly to alterations in American culture. As bicycle production increased and prices fell the bicycle lost the interest of its target market—white middle-class males—and manufacturers began a series of attempts at redefining the bicycle and broadening its market. By arguing that the bicycle industry itself was culpable in the bicycle’s loss of status, this dissertation will go beyond overly simplistic arguments that fail to look beyond automobiles.

As bicycle transportation has increased, especially among commuters, so have the types of bicycle infrastructure facilities increased. This report focuses on the application of several of these innovative bicycle infrastructure treatments in three different scenarios: shared-lane facilities, bicycle-specific facilities, and high-conflict area treatments. The focus treatments include the sharrow, Sharrow Bicycle Priority Lane, Green Bicycle Priority Lane, Bicycles May Use Full Lane sign, green bike lane, bike-box, green lane in a conflict area, and elephant's footprint markings. The goal of this report is to gather how well bicyclists understand their meaning, how they would use each, and which treatments are most preferred among bicyclists. Data for this study was gathered in the form of an online survey administered to 1000 bicyclists of varying levels and purposes from different regions of the country. The survey gathers general rider characteristics, asks how each bicyclist would use each treatment in different traffic speed and volume scenarios, and finally each respondent rates each of the treatments in order of preference. Using the survey results, the effectiveness of each treatment is analyzed in detail by different population segments of those surveyed. Bicyclist riding characteristics and route choice factors are also examined in detail to better understand the sampled population of riders. The results are discussed and conclusions to the effectiveness of each treatment are made.

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / Nowadays, due to climate change and many other facts affecting daily life a trend to use eco-friendly transportation ways has arisen, and from them the one mostly used and with the highest acceptance is biking. Therefore, several companies have emerged offering bike-sharing systems, and those systems have been greatly accepted in the different metropolises around the world. The generalization of these systems has created a new need: to manage them efficiently. Consequently, in this work, we propose a software architecture and the implementation of a bike-sharing management system using the Internet of things (IoT). / Revisión por pares

La presente investigación aborda la problemática de la movilidad urbana en el distrito de San Miguel, y propone como alternativa sustentable de transporte un sistema estaciones de bicicletas públicas. De esta manera, se buscaron las localizaciones óptimas de estaciones a través de un estudio de demanda y análisis de cobertura utilizando modelos de localización-asignación. La demanda fue estimada a través del método de generación de viajes del “Trip Generation Manual” utilizando factores de distribución horaria del NCHRP 365, los cuales fueron ajustados por la metodología de uso suelo mixto propuesta por la empresa Fehr & Peers. Paralelamente, se elaboró un modelo SIG con la información geográfica del distrito; sobre el cual se plantearon los modelos de localización-asignación de máxima cobertura y mínima impedancia, considerando los escenarios de implementación de 10, 25, 50 y 100 estaciones para cada uno. Adicionalmente, se realizaron encuestas para identificar el perfil de usuarios ciclistas en el distrito de San Miguel y su interés por un sistema de bicicletas públicas; cuyos resultados permiten validar el sistema propuesto. Finalmente, se analizaron las características de cada escenario, y se determinó que la propuesta de 100 estaciones con el modelo de máxima cobertura otorga mayor accesibilidad y mejora la movilidad urbana en términos de cobertura a nivel distrital en un 77% y promedio sectorial en 66%. / This research addresses the problem of urban mobility in the district of San Miguel, and proposes a system of public bicycle stations as a sustainable transport alternative. In this way, optimal station locations were searched through a demand study and coverage analysis using location-allocation models. The demand was estimated through the trip generation method of the “Trip Generation Manual” using hourly distribution factors from NCHRP 365, which were adjusted by the mixed land use methodology proposed by the Fehr & Peers company. At the same time, a GIS model was developed with the geographic information of the district; on which the maximum coverage and minimum impedance location-assignment models were proposed, considering the implementation scenarios of 10, 25, 50 and 100 stations for each one. Additionally, surveys were conducted to identify the profile of cycling users in the San Miguel district and their interest in a public bicycle system; which results allow to validate the proposed system. Finally, the characteristics of each scenario were analyzed, and it was determined that the proposal of 100 stations with the maximum coverage model provides greater accessibility and improves urban mobility in terms of coverage at the district level by 77% and the sectorial average by 66%. / Tesis

A before-and-after analysis was performed at eleven intersections where a bike box was installed in Portland, Oregon to explore the safety effects of the treatment. Video data were gathered prior to installation at 14 intersections where a bike box installation was planned by the Portland Bureau of Transportation. Cameras were set up to capture three full twenty-four hour days (72 hours) of data for each intersection from Tuesday through Thursday. Of the 14 original selected intersections, 11 intersections actually received the bike box treatment. Video data were again gathered for these intersections after the installation of the bike box for another three full twenty-four hour days (72 hours) between Tuesday and Thursday. One day of data (24 hours) was selected for observation from both the before and after periods in the analysis for each study intersection during midweek. Safety effects were evaluated by three metrics: 1) observed conflicts; 2) observed cyclist behavior for all conflicts as measured by head or shoulder checks; and 3) reported crash data. To develop the conflict data, a log was created of each motor vehicle and bicycle passing through the intersection for approximately 528 hours of video. All conflicts that were observed during the period were further reviewed by an expert panel that scored conflicts by severity. Following this review, a total of 18 conflicts were observed during the before period. The total exposure in the before period was 39,497 motor vehicles in the vehicle lane adjacent to the bike lane (10,454 of which were right-turning) and 7,849 bicycles. A total of 19 conflicts were observed during the after period. Total exposure was 42,381 motor vehicles in the vehicle lane adjacent to the bike lane (11,053 of which were right-turning) and 5,852 bicycles. The sample size of observed conflicts was insufficient to draw statistically significant conclusions for any of the specific intersections that were treated. When taking in account the total amount of conflicts, the limited data suggest a slight increase in the rate of conflicts when normalized against a product of right-turning vehicles and bicycles observed in the intersection. The data also suggest that the installation of a bike box at an intersection reduces the rate of conflicts per hundred motor vehicles and increases the rate of conflicts per hundred bicyclists. Data regarding head-checks from the bicyclist shows an increase in bicyclists observing the possibility of conflicts approaching from behind as they pass through the intersection. A review or crash data at each of the intersections shows an increase at three of the observed intersections and a decrease at the remaining five.

Des études antérieures conduites par notre groupe ont permis d’identifier l’α-1-C-nonyl-1,5-didésoxy-1,5-imino-D-xylitol en tant que puissant inhibiteur de la β-glucocérébrosidase – enzyme impliquée dans la maladie de Gaucher. La conformation inhabituelle (chaise inversée) de ce composé nous a incités à étudier plus avant la relation entre conformation et activité biologique des iminosucres. L’objectif de ces travaux de thèse consistait ainsi en la synthèse d’analogues conformationnellement contraints d’iminosucres. Dans un premier temps, trois spiro-iminosucres basés sur un squelette 5-azaspiro[3.4]octane ont été obtenus via une séquence comportant trois étapes clés : formation du cyclobutane par cyclisation radicalaire, introduction de l’azote par C-H amination et formation de la pyrrolidine par métathèse. Dans un second temps, une séquence a été développée pour la synthèse stéréodivergente d’iminosucres bicycliques accolés basés sur un squelette 6-azabicyclo[3.2.0]heptane via l’enchaînement de deux étapes clés : formation de la structure azabicyclique par aldolisation de type Mukaiyama puis oxydation de la cétone résultante en énone. / Previous studies performed by our group led to the identification of α-1-C-nonyl-1,5-dideoxy-1,5-imino-D-xylitol as a powerful inhibitor of β-glucocerebrosidase, the enzyme involved in Gaucher disease. This compound’s unusual (inverted chair) conformation prompted us to further study the relationship between iminosugars’ conformation and biological activity. The aim of this PhD work was thus the synthesis of conformationally restricted iminosugar analogues. Firstly, three spiro-iminosugars based on a 5-azaspiro[3.4]octane scaffold were synthesized through a sequence including three key steps: cyclobutane formation by way of radical cyclisation, nitrogen introduction by mean of C-H amination and pyrrolidine formation by way ofmetathesis. Secondly, we developed a sequence dedicated to the stereodivergent synthesis of fused bicyclic iminosugars based on a 6-azabicyclo[3.2.0]heptane scaffold through a succession of two key steps: azabicyclic scaffold formation by mean of Mukaiyama aldol reaction followed by ketone to enone oxidation.

Η παρούσα διπλωματική εργασία, η οποία εκπονήθηκε στο Εργαστήριο Ηλεκτρομηχανικής Μετατροπής Ενέργειας του Τμήματος Ηλεκτρολόγων Μηχανικών και Τεχνολογίας Υπολογιστών της Πολυτεχνικής Σχολής του Πανεπιστημίου Πατρών, πραγματεύεται την κατασκευή ενός ηλεκτρικού δικύκλου. Σκοπός είναι η κατασκευή και ο έλεγχος ενός ηλεκτρικού ποδηλάτου και συγκεκριμένα ο σχεδιασμός και η εγκατάσταση ενός κατάλληλου ηλεκτροκινητήριου συστήματος σε ένα συμβατικό ποδήλατο. Αρχικά γίνεται μια σύντομη περιγραφή των συμβατικών και των ηλεκτρικών ποδηλάτων, η οποία περιλαμβάνει την ιστορική εξέλιξή τους, τα μέρη από τα οποία αποτελούνται, τους τύπους στους οποίους διακρίνονται και τα νομικά πλαίσια που διέπουν τη λειτουργία τους. Στη συνέχεια, περιγράφεται το ηλεκτροκινητήριο σύστημα, το οποίο εγκαταστάθηκε στο πλαίσιο του ποδηλάτου που παραχωρήθηκε για το σκοπό αυτό από την εταιρεία Ideal Bikes Μανιατόπουλος Α.Ε., τα κριτήρια επιλογής του κινητήρα, των ηλεκτροχημικών συσσωρευτών και των επιμέρους στοιχείων που το απαρτίζουν. Ακολουθεί η ανάλυση των Brushless μηχανών, τα κατασκευαστικά χαρακτηριστικά και η αρχή λειτουργίας τους. Το επόμενο βήμα είναι η θεωρητική μελέτη του τριφασικού αντιστροφέα τάσης που απαιτείται για την οδήγηση του κινητήρα. Παρατίθενται τα αποτελέσματα που προέκυψαν από την προσομοίωση της λειτουργίας του ηλεκτροκινητήριου συστήματος μέσω του προγράμματος Matlab/Simulink. Κατόπιν, περιγράφεται η κατασκευή του τριφασικού αντιστροφέα τάσης, τα στοιχεία που τον απαρτίζουν και ο λόγος για τον οποίο επιλέχθηκαν. Δίνεται μια σύντομη περιγραφή του μικροελεγκτή που χρησιμοποιήθηκε, των δυνατοτήτων που παρέχει αλλά και η λογική του ελέγχου που υλοποιεί. Τέλος, ακολουθούν οι πειραματικές μετρήσεις και τα συμπεράσματα που προέκυψαν από τη λειτουργία της κατασκευής. / The purpose of this thesis is the construction of an electric two-wheeled vehicle. The work was conducted in the Laboratory of Electromechanical Energy Conversion, in the Department of Electrical and Computer Engineering at University of Patras. The main aim is the study, the construction and the control of an electric bike. In order to achieve this, it is necessary to design and install a suitable electric motor system to a conventional bicycle. Initially, there is a brief overview of the conventional and the electric bicycles, along with their history, their main parts, the types in which they are divided and the legal frameworks that govern their operation. Secondly, the electric motor system, which was installed in the bicycle frame granted for this purpose by the company Ideal Bikes, Nikos Maniatopoulos S.A., the criteria for the selection of the motor and the batteries are described. In addition, there is a short description of Brushless motors, their types and the principle of their operation. Furthermore, the theoretical study of the three phase inverter required for driving the motor is given. Moreover, the results obtained from the simulation of the operation of the motor system through the Matlab / Simulink are provided. The construction of the three phase inverter, the constituent elements and the reason for their selection are also analyzed. Last but not least, there is a short description of the microcontroller which is used and its capabilities, in order to facilitate the study and design of the structure. Finally, the experimental measurements and the conclusions that derive from the construction and the operation of the electric bike are presented and future improvements concerning the construction are proposed.

Research question: To examine what aspects affect some consumers to avoid e-bikes and others to desire them. Purpose: The main purpose of this study is to see if e-bikes have a symbolic value. We aim to see if e-bikes is associated as an environmentally friendly product. We will examine stereotypes and brand avoidance. Further we will see what attributes consumers associate with typical users of e-bikes. Theory: To test our research question we chose our main theory of the matching process between self-image and typical user. Prior studies on e-bikes in areas as typical users and environment were analyzed. Previous studies on e-bikes were analyzed in areas such as environment and typical users. Methodology: A survey was made on two groups who are underrepresented in sales of ebikes. Students aged 21-30 and cycling enthusiasts. Results and conclusions: • We found that e-bikes have symbolic value. • Many respondents perceive e-bike users as environmentally friendly, comfortable and lazy. • E-bikes being perceived as environmentally friendly can be a pre-purchase indicator for students, but not for cycling enthusiasts • Different groups of students have conflicting user imagery, one group describe e-bikers as lazy, and another group describe e-bike users as healthy • The stereotype that e-bike users are old is not very frequent • Viewing e-bike users as lazy influences impacts the perceived value and are likely to lead to brand avoidance