There are several methods to measure surface evenness for car roads, but almost none for bike paths. Accordingly, VTI (the Swedish National Road and Transport Research Institute) have created a smartphone application which uses the accelerometers in the phone to measure the vibration from the road. This report’s aim is to analyze the data collected using this application, investigate if the data is repeatable, to find factors that are important for evenness and perform classification of bike paths as even or wiggly. Two main methods were used, Gaussian process and wavelets. Gaussian process was used to classify bike paths and wavelets to investigate the repeatability and see how many trips are needed to get a consistent result. The results show that the two different smartphones gave quite different results; one smartphone indicated almost twice as high RMS values (measure of vibration) than the other. The GPS positions of smartphones were quite good, except under a tunnel and close to high buildings. Some short section of the road gave very high or very low RMS values, but the general standard of all investigated bike paths were too even to detect any significant differences between the paths. The results show that there’s some unexplained variance in the turns, but the effect of the turns hasn’t been tested. The wavelets analysis show that around 15 trips were needed to get a consistent result. The report contains a description of a designed experiment that will continue this project. This new data will be collected in a more carefully to make a better separation between good and bad cycle routes by the RMS value. / <p>Uppdragsgivare: VTI (Anna Niska och Leif Sjögren)</p>

Submitted by Luciana Ferreira (lucgeral@gmail.com) on 2017-10-02T12:49:16Z No. of bitstreams: 2 Dissertação - Luiza Lemos Antunes - 2015.pdf: 12997678 bytes, checksum: 19d4c043de5e7f96bd5ed60a6cae4f62 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Approved for entry into archive by Luciana Ferreira (lucgeral@gmail.com) on 2017-10-02T12:57:20Z (GMT) No. of bitstreams: 2 Dissertação - Luiza Lemos Antunes - 2015.pdf: 12997678 bytes, checksum: 19d4c043de5e7f96bd5ed60a6cae4f62 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Made available in DSpace on 2017-10-02T12:57:21Z (GMT). No. of bitstreams: 2 Dissertação - Luiza Lemos Antunes - 2015.pdf: 12997678 bytes, checksum: 19d4c043de5e7f96bd5ed60a6cae4f62 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Previous issue date: 2015-08-13 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The bicycle is a vehicle used extensively in Brazil and comes as a transport option to mitigate the impacts caused by the indiscriminate use of individual motorized transport. However, despite the use of bicycles in Brazil has a century of history, the lack of an effective cycling policy translates the main factor limiting the insertion of the bicycle as a mode of transport. The cycle planning must act comprehensively where all variables such as geometry, materials and execution should be considered jointly. Thus, this study aimed to conduct an analysis of the performance and the cycle system service conditions implanted in Goiania in conjunction the preferred range stretch of public transport, named Corredor Universitário. The study has also brought a survey of pathological problems and occurrence of nonconformities, associated with the project design stages, material specifications and implementation. Supported by requirements established for cycle planning and by technical standards, design aspects and used technologies were evaluated, such as materials and implementation process, in order to diagnose the system's deficiencies. To assess cycle pavement, in the absence of a specific methodology, we used an adapted method for evaluation and conceptualization of road pavements, by means of the calculation of Pavement Condition Index (PCI). Several flaws were identified in the implanted cycle system. Among the main ones are: the inadequacy of the signage of cycle paths, drainage problems, lighting of bike lanes way compromised by the lack of maintenance, damaged street furniture, lack of bike parking and severe paving problems. Several factors such as the absence of a paving design and the lack of a technological control of concrete influenced the pavement performance of cycle paths, which, with only 3 years of service, have exhibited numerous pathologies. Thus, the analyzed sections were characterized Good the Bad as concepts presented by the adopted method. Therefore, problems diagnosed in the cycle system of Corredor Universitário are due to a variety of factors, ranging from the stage of design planning and conception, as well as the deficiency or absence of the executive design and the low quality control of all execution process. / A bicicleta é um veículo intensamente utilizado no Brasil e surge como opção de transporte para amenizar os impactos gerados pelo uso indiscriminado do transporte individual motorizado. Contudo, apesar de o uso da bicicleta no Brasil ter um século de história, a falta de uma política cicloviária eficiente traduz-se o principal fator limitador da inserção da bicicleta como modo de transporte. O planejamento cicloviário deve atuar de forma abrangente, onde todas as variáveis como geometria, materiais e execução devem ser consideradas de maneira conjunta. Dessa forma, esta pesquisa buscou realizar uma análise do desempenho e das condições de serviço do sistema cicloviário implantado em Goiânia junto ao trecho de faixa preferencial do transporte coletivo, denominado Corredor Universitário. O estudo também propiciou o levantamento de problemaspatológicos e ocorrência de não conformidades, associados às etapas de concepção de projeto, de especificações dos materiais e de execução. Amparado por requisitos para planejamento cicloviário estabelecidos e normas técnicas, foram avaliados aspectos projetuais e tecnologias utilizadas, como materiais e processo de execução, visando ao diagnóstico das deficiências do sistema. Para avaliação do pavimento cicloviário, dada a ausência de uma metodologia específica, utilizou-se um método adaptado, existente para avaliação e conceituação de pavimentos rodoviários, por meio do cálculo do índice de Condição do Pavimento (ICP). Foram identificadas várias falhas no sistema cicloviário implantado. Dentre as principais estão: a inadequação da sinalização das ciclovias, problemas de drenagem, iluminação das vias cicláveis comprometida pela falta de manutenção, mobiliário urbano danificado, ausência de estacionamento para bicicleta e graves problemas de pavimentação. Vários fatores como a ausência de um projeto de pavimentação e a falta de controle tecnológico do concreto utilizados, influenciaram no desempenho do pavimento das ciclovias, que, com apenas 3 anos de tempo de serviço, exibiu inúmeras patologias. Com isso, os trechos analisados foram caracterizados de Bom a Ruim, conforme conceitos apresentados pelo método adotado. Assim sendo, os problemas diagnosticados no sistema cicloviário do Corredor Universitário são decorrentes de uma série de fatores, que vão desde a fase de planejamento e concepção de projeto, assim como a deficiência ou ausência de projeto executivo e o baixo controle de qualidade de todo o processo de execução.

Winnipeg is a spatially, culturally, psychologically and visually fragmented city, particularly due to the vehicular-oriented growth which has engendered segmented land-use, dismantled walkable networks and provoked disconnection between culture and nature as well as within nature itself. In particular, the displacement of daily life from the complex web of interrelationships in ecosystems, which are essentially the mechanisms supporting our existence, should be the primary concern of urban design. In order to resolve this critical issue, this practicum will isolate and examine a problematic site while deconstructing fragmentation into specific causes, namely pollution, habitat degradation, placelessness and lack of urban ecological education. Concluding that this condition is ultimately created by our own fragmented thinking, the production of pragmatic solutions which continually evoke further fragmentation, I present a series of solutions to these challenges in the form of a landscape architectural design proposal for the City of Winnipeg.

Winnipeg is a spatially, culturally, psychologically and visually fragmented city, particularly due to the vehicular-oriented growth which has engendered segmented land-use, dismantled walkable networks and provoked disconnection between culture and nature as well as within nature itself. In particular, the displacement of daily life from the complex web of interrelationships in ecosystems, which are essentially the mechanisms supporting our existence, should be the primary concern of urban design. In order to resolve this critical issue, this practicum will isolate and examine a problematic site while deconstructing fragmentation into specific causes, namely pollution, habitat degradation, placelessness and lack of urban ecological education. Concluding that this condition is ultimately created by our own fragmented thinking, the production of pragmatic solutions which continually evoke further fragmentation, I present a series of solutions to these challenges in the form of a landscape architectural design proposal for the City of Winnipeg.

The City of Davis is currently updating its Parks and Recreation Facilities Master Plan. During the update, greenbelts were identified as a highly used and desired facility. This Greenbelt Master Plan serves as a plan focused on the opportunities greenbelts can provide as recreational and transportation facilities. This report has analyzed community feedback, greenbelt coverage, greenbelt capacity, and existing local, state, and federal design guidelines. The final plan is a set of goals, objectives, policies, and programs, along with a greenbelt map, which is aimed at improving the greenbelt infrastructure in Davis through the year 2020.

A Lei nº 12.587, de 3 de janeiro de 2012, obriga a todos os municípios brasileiros com população superior a 20 mil habitantes a elaborarem um plano de mobilidade urbana integrado e compatível com seus respectivos planos diretores ou neles inseridos, priorizando os modos de transporte não motorizados. Apesar da exigência legal, muitos municípios brasileiros, principalmente os de pequeno porte, não dispõem de diretrizes para o desenvolvimento de sistemas cicloviários. O objetivo deste trabalho é elaborar um método para definição de rede de rotas cicláveis em áreas urbanas de cidades de pequeno porte, cuja ideia central é avaliar segmentos viários com relação a fatores que influenciam no uso da bicicleta como modo de transporte urbano, tais como declividade, disponibilidade de espaço e influência exercida pelos veículos motorizados. O método proposto é subdividido em cinco etapas: (1) caracterização da área de estudo; (2) análise dos polos geradores de tráfego por bicicletas; (3) avaliação da compatibilidade das vias com o transporte cicloviário; (4) identificação das rotas cicláveis; e (5) definição da rede. Os modelos escolhidos para a verificação do perfil topográfico e para a avaliação da qualidade de serviço das vias de tráfego para o transporte cicloviário são, respectivamente, o modelo da AASHTO (1999) e o modelo de Sorton e Walsh (1994). Foi realizado um estudo de caso na cidade de Bariri-SP. Os resultados mostram que as rotas cicláveis identificadas priorizam segmentos com infraestrutura cicloviária pré-existente, assim como locais que necessitam de facilidades para ciclistas, como ciclofaixas e ciclovias, e dispõem de espaço para sua inserção. Quanto aos espaços compartilhados, nota-se uma tendência de que as rotas cicláveis sejam compostas por segmentos com boas avaliações globais de nível de estresse. A rede de rotas cicláveis definida para a cidade de Bariri-SP é formada por 19 eixos viários distribuídos de maneira a atender toda a área delimitada para estudo. / The law 12.587 of January 3rd, 2012, enforces every Brazilian city over 20,000 inhabitants to elaborate an urban mobility plan integrated and compatible with their respective master plans, giving priority to non-motorized transportation modes. Despite legal enforcement, many Brazilian cities, mainly the small ones, are not given proper guidelines to develop cycling systems. This research\'s goal is to elaborate a method to define a cycling routes network in urban areas of small-sized cities, whose main point is to assess road segments according to factors that influence the bicycle use as an urban transportation mode, such as slope, space availability to stand cycling transportation as well as motorized vehicles influence on bicycle traffic. The proposed method splits into five steps: (1) study area characterization; (2) analysis of bicycle traffic generator poles; (3) evaluation of the streets compatibility with bicycle transportation; (4) cycling routes identification; (5) network definition. The chosen models for topographic verification and service quality ratings of the roads for cycling transportation are, respectively, the AASHTO\'s (1999) model and the Sorton and Walsh\'s (1994) model. A case study was carried out in the city of Bariri-SP. The results of the proposed method\'s application show that the identified cycling routes prioritize road segments with cycling infrastructure already existent, as well as places in need of cycling facilities, such as cycle lanes and cycle paths, that have available space to accommodate them. Concerning shared spaces, there\'s a trend that cycling routes are composed of segments with good global stress level evaluations. The cycling routes network defined in the city of Bariri-SP is made up by 19 road axes widespread to serve the whole area delimited for study.

A Lei nº 12.587, de 3 de janeiro de 2012, obriga a todos os municípios brasileiros com população superior a 20 mil habitantes a elaborarem um plano de mobilidade urbana integrado e compatível com seus respectivos planos diretores ou neles inseridos, priorizando os modos de transporte não motorizados. Apesar da exigência legal, muitos municípios brasileiros, principalmente os de pequeno porte, não dispõem de diretrizes para o desenvolvimento de sistemas cicloviários. O objetivo deste trabalho é elaborar um método para definição de rede de rotas cicláveis em áreas urbanas de cidades de pequeno porte, cuja ideia central é avaliar segmentos viários com relação a fatores que influenciam no uso da bicicleta como modo de transporte urbano, tais como declividade, disponibilidade de espaço e influência exercida pelos veículos motorizados. O método proposto é subdividido em cinco etapas: (1) caracterização da área de estudo; (2) análise dos polos geradores de tráfego por bicicletas; (3) avaliação da compatibilidade das vias com o transporte cicloviário; (4) identificação das rotas cicláveis; e (5) definição da rede. Os modelos escolhidos para a verificação do perfil topográfico e para a avaliação da qualidade de serviço das vias de tráfego para o transporte cicloviário são, respectivamente, o modelo da AASHTO (1999) e o modelo de Sorton e Walsh (1994). Foi realizado um estudo de caso na cidade de Bariri-SP. Os resultados mostram que as rotas cicláveis identificadas priorizam segmentos com infraestrutura cicloviária pré-existente, assim como locais que necessitam de facilidades para ciclistas, como ciclofaixas e ciclovias, e dispõem de espaço para sua inserção. Quanto aos espaços compartilhados, nota-se uma tendência de que as rotas cicláveis sejam compostas por segmentos com boas avaliações globais de nível de estresse. A rede de rotas cicláveis definida para a cidade de Bariri-SP é formada por 19 eixos viários distribuídos de maneira a atender toda a área delimitada para estudo. / The law 12.587 of January 3rd, 2012, enforces every Brazilian city over 20,000 inhabitants to elaborate an urban mobility plan integrated and compatible with their respective master plans, giving priority to non-motorized transportation modes. Despite legal enforcement, many Brazilian cities, mainly the small ones, are not given proper guidelines to develop cycling systems. This research\'s goal is to elaborate a method to define a cycling routes network in urban areas of small-sized cities, whose main point is to assess road segments according to factors that influence the bicycle use as an urban transportation mode, such as slope, space availability to stand cycling transportation as well as motorized vehicles influence on bicycle traffic. The proposed method splits into five steps: (1) study area characterization; (2) analysis of bicycle traffic generator poles; (3) evaluation of the streets compatibility with bicycle transportation; (4) cycling routes identification; (5) network definition. The chosen models for topographic verification and service quality ratings of the roads for cycling transportation are, respectively, the AASHTO\'s (1999) model and the Sorton and Walsh\'s (1994) model. A case study was carried out in the city of Bariri-SP. The results of the proposed method\'s application show that the identified cycling routes prioritize road segments with cycling infrastructure already existent, as well as places in need of cycling facilities, such as cycle lanes and cycle paths, that have available space to accommodate them. Concerning shared spaces, there\'s a trend that cycling routes are composed of segments with good global stress level evaluations. The cycling routes network defined in the city of Bariri-SP is made up by 19 road axes widespread to serve the whole area delimited for study.

This work is dealing with accessibility of area that is on the border of three subsystems that are blocked off by each other by topography. Unfulfilled potential caused by barrier disabling connection to the city structure. Relief of a city influencing reachability of its parts that causes its decline. Overcoming such a barrier could cause activation of the area without big intervention to the urbanity or function of given area.