This paper will focus on the “town and gown” relationships between cities and universities and their combined planning efforts for bikeway networks. An examination of the bicycle plans, use of bicycle boulevards and bike lanes, etc. will be applied to towns known for their university populations such as Berkeley, California with the University of California and Palo Alto, California with Stanford University and how the City of Austin and the University of Texas-Austin compares in utilizing the same principles in their bicycle facilities planning efforts. / text

El crecimiento económico y social que afronta el país en la actualidad ha traído como resultado un gran incremento de la demanda de viajes en las zonas urbanas de Lima Metropolitana; esto se ve reflejado en el incesante aumento de transporte privado y público, lo que da a lugar a la congestión vehicular, diversos accidentes de tránsito y elevados niveles contaminación ambiental y sonora. El flujo vehicular ha aumentado, no solo en avenidas principales, sino también calles secundarias, por vehículos particulares y de transporte público debido a que el parque automovilístico en el Perú ha aumentado en estos últimos años. Llegando a alcanzar hasta Julio del año 2018 un aumento del 5.5% anual, así lo indica el informe técnico N°09 de la INEI y el MTC. Es por esta razón que es necesaria la implementación de otras alternativas para el transporte privado y que sirva como apoyo al transporte público. La importancia de establecer una solución al importante tráfico que se vive en las calles diariamente ha concluido en la utilización de la bicicleta como medio de transporte cotidiano. En los últimos años, ciudades como Bogotá, en Colombia y Santiago en Chile han logrado que la bicicleta pase ser un modo de transporte recreativo a ser también un modo de transporte urbano cotidiano y eficiente. Sin embargo, Lima ha mantenido el porcentaje de personas que usa la bicicleta, ya sea de manera recreativa o laboral, en un 0.5% de la población, según el FONAM. Asimismo, los 150 km de ciclovía establecidas hasta la actualidad presentan falta de funcionalidad, planificación y deficiencia en el diseño geométrico de la interconectividad entre estas. Por lo tanto, en la presente tesis se analizará la aceptación de una ciclovía que conecte las estaciones de la Av. Angamos de dos medios de transporte masivo como lo son el Metro y el Metropolitano de Lima y se propondrá una ruta que cumpla con las bases de tiempo, infraestructura y accesibilidad de manera que cumpla eficientemente las necesidades de los usuarios de llegar a tiempo. / The economic and social growth that the country is facing nowadays has resulted in an unceasing increase in the demand for travel in the urban areas of Metropolitan Lima; This is reflected in the constant increase in private and public transport, which leads to high traffic congestion, accidents, environmental pollution and noise. The traffic flow has increased, not only in main avenues, but also secondary streets, by private vehicles and public transport because the automobile fleet in Peru has increased in recent years. Reaching until July of 2018 an increase of 5.5% per year, as indicated in the technical report N ° 09 of the INEI and the MTC. It is for this reason that it is necessary to implement other alternatives for private transportation and to serve as a support to public transport. The importance of establishing a solution to the important traffic that lives on the streets daily has ended in the use of the bicycle as a means of daily transport. In recent years, cities such as Bogotá, Colombia and Santiago in Chile have made cycling a recreational mode of transport and also a daily and efficient mode of urban transport. However, Lima has maintained the percentage of people who use the bicycle, either recreationally or work, in 0.5% of the population, according to the FONAM. Likewise, the 150 km of bikeways established to date present lack of functionality, planning and deficiency in the geometric design of the interconnectivity between them. Therefore, in this thesis will be analyzed the acceptance of a bikeway that connects the stations of Av. Angamos of two means of mass transport as they are the Metro and the Metropolitan of Lima and a route that complies with the bases will be proposed of time, infrastructure and accessibility in a way that efficiently meets the needs of users to arrive on time. / Tesis

The topic of this master's thesis is the revitalization of the former Spartakiad stadium. Nowadays it functions as a sports complex Ohrada, which is in neglected condition and not widely used. The area is located at the southern edge of the city Vsetín and is defined by a 1st class road from the northeast, Vsetínská Bečva from the western and agricultural areas from the southern side. Above Bečva, the Bečevná hill rises and together they create a pleasant, out-of-town atmosphere with a great potential. The priority of the proposal was to create an attractive place with a variety of sports and recreational activities for all ages. However, at the beginning it was necessary to somehow insulate the area from the overpass. Therefore a sports and recreation facility was designed at the entrance to the area - it copies the shape of the road and forms an imaginary entrance gate to the zone. A car park was designed under the overpass, so the rest of the area remained exclusively for pedestrians. Sufficient distances among the individual sports grounds are supplemented by recreational areas of greenery. Most playgrounds are designed as multi-purpose, for greater variability of the territory. The buildings have a maximum of two floors and they are located in a way not to disturb the views of the recreational areas. They contain sports facilities as well as a wide range of interior activities. Three materials are used on all the buildings - wood, steel and glass, complemented by neutral white plaster. Therefore, the area operates in a comprehensive and uniform manner.

Actualmente, el 73% de la población limeña prefiere utilizar el transporte público por su fácil disponibilidad y bajo precio, pese a la considerable cantidad de usuarios en los paraderos y el tiempo de viaje es extenso debido a la congestión vehicular. Además, la exposición diaria al transporte publico genera que los usuarios soporten constantemente el ruido, la contaminación e inseguridad latente en la ciudad. Para contribuir con la solución a esta problemática, se propone implementar una ciclovía que sea una alternativa al transporte público, en particular a los usuarios que pierden mucho tiempo en los paraderos, para lograr un tiempo de viaje menor durante las horas de máxima demanda. Por tal razón, la propuesta define la red primaria en las Avenidas La Marina y Faustino Sánchez Carrión para implementar la ciclovía sobre su infraestructura vial. Luego, se procede a describir la situación actual de los usuarios del transporte público en la zona de estudio, medir los aforos y velocidades de los vehículos y registrar el tiempo de espera de los usuarios. Después, se simuló la situación actual del tránsito mediante el software VISSIM 9 y se encontró que existen las condiciones para implementar una ciclovía bidireccional. Finalmente se procede a comparar el tiempo de viaje de los ciclistas con el tiempo de viaje más el tiempo de espera de los usuarios del transporte público en una situación actual y futura. Los resultados muestran que los ciclistas logran un tiempo promedio de 13 minutos que es mucho mejor que los usuarios que utilizan la línea de transporte público que posee la ruta más similar en la zona de estudio (Corredor Rojo) que logran un tiempo promedio de 30 y 35 minutos en una situación actual y futura respectivamente. / Currently, 73% of Lima's population prefers to use public transport for their easy availability and low price, despite the considerable amount of users at bus stops and travel time is extended due to traffic congestion. In addition, daily exposure to public transport causes users to constantly endure noise, pollution and latent insecurity in the city. To contribute to the solution to this problem, it is proposed to implement a bike path that is an alternative to public transport, particularly users who lose a lot of time at bus stops to achieve a shorter trip during peak hours. For this reason, the proposal defines the primary network in La Marina and Faustino Sanchez Carrion avenues to implement the bike path on its road infrastructure. Then, we proceed to describe the current situation of public transport users in the study area, measure vehicle capacity and speeds, and record users' waiting times. Afterwards, the current traffic situation was simulated using the VISSIM 9 software and it was found that the conditions exist to implement a bi-directional bicycle path. Finally, the travel time of cyclists is compared with the travel time plus the waiting time of public transport users in a current and future situation. The results show that cyclists achieve an average time of 13 minutes which is much better than users who use the public transport line that has the most similar route in the study area (Red Corridor) who achieve an average time of 30 and 35 minutes in a current and future situation respectively. / Tesis

Actualmente, el espacio vial de las calles de Lima Metropolitana es diseñado de una manera poco eficiente con respecto a la inclusión de todos los usuarios del transporte urbano. La movilidad urbana presenta problemas que dan lugar a una conexión inadecuada entre los ciudadanos. Por esta razón, el presente tema de investigación consiste en realizar un rediseño geométrico de la Av. Primavera desde la Av. San Luis hasta la Av. De los precursores en el que se incluirá un nuevo carril exclusivo para bicicletas. En primer lugar, se realizan encuestas en determinada área para conocer el interés de la población por la propuesta, posteriormente determinando la demanda futura a fin de obtener la población que haría uso de la bicicleta después de una determinada cantidad de años. Posterior a ello, se propone el diseño de una ciclovía dentro del tramo analizado a través de un rediseño geométrico del espacio vial existente con el uso de los programas de diseño Autocad y Sketch-up. Además, se realiza una comparación del espacio asignado para áreas verdes, autos, ciclistas y peatones por áreas y secciones del escenario actual y el escenario propuesto con el propósito de garantizar un mejoramiento en el espacio vial. Finalmente, se realiza la validación de la propuesta mediante un análisis del tiempo de viaje y del área de arborización urbana, de modo tal que se puede verificar que no exista ningún efecto negativo a causa del rediseño geométrico. / Currently, the road space of the streets of Metropolitan Lima is designed in an inefficient way with respect to the inclusion of all users of urban transport. Urban mobility presents problems that lead to an inadequate connection between citizens. For this reason, the present research topic consists of carrying out a geometric redesign of Av. Primavera from Av. San Luis to Av. De los precursors, which will include a new exclusive lane for bicycles. In the first place, surveys are carried out in a certain area to find out the interest of the population in the proposal, later determining the future demand in order to obtain the population that would use the bicycle after a certain number of years. Subsequently, the design of a bicycle lane within the analyzed section is proposed through a geometric redesign of the existing road space with the use of the Autocad and Sketch-up design programs. In addition, a comparison is made of the space allocated for green areas, cars, cyclists and pedestrians by areas and sections of the current scenario and the proposed scenario in order to guarantee an improvement in the road space. Finally, the proposal is validated through an analysis of the travel time and the urban tree area, so that it can be verified that there is no negative effect due to the geometric redesign. / Tesis

La falta de inclusión del peatón como de usuarios de vehículos no motores dificulta el tránsito fluido y seguro de estos, ya que la ciudad ha sido planificada para el tránsito de vehículos motores. Ante la nueva tendencia por transportes sostenibles y económicos, la ciudad se ve obligada a desarrollar infraestructura con el fin de incorporar al peatón y los usuarios de vehículos no motorizados en el sistema de transporte. La presente investigación tiene como objetivo la optimización del desplazamiento peatonal y de vehículos no motorizados en la avenida Arequipa, interrumpidos por la infraestructura vehicular entre las cuadras 25 y 29, mediante el rediseño de la infraestructura. La evaluación es del tipo microscópico, por ello se recolectó los datos de campo como demanda vehicular, peatonal y de usuarios de vehículos no motores, así como la geometría del espacio público donde transitan los mencionados e identificar los perjuicios de la infraestructura vehicular en este. Con los valores de tiempo de desplazamiento, velocidad y vías que intervienen a lo largo del espacio público, se representa el escenario actual que contiene la problemática existente. Estos datos permiten crear un modelo de microsimulación en el software Vissim y VisWalk, que se calibra y se valida para que este modelo tenga un comportamiento lo más parecido a la realidad. La propuesta de mejora consta el rediseño geométrico del espacio público lineal, optimización del ciclo semafórico, así como cambios en la intersección en mención. Los parámetros de eficiencia elegidos son la longitud de cola, la velocidad de desplazamiento y principalmente los tiempos de desplazamiento de los usuarios de este espacio público lineal. Los resultados concluyen una mejora en los tiempos y velocidades de desplazamiento de los ciclistas en un 40% y 20% respectivamente, es decir que se puede incluir a los usuarios de vehículos no motores y peatones en una intersección de alta demanda. Asimismo, una optimización del ciclo semafórico y su beneficio en la reducción de longitud de colas de vehículos que avalan la eficiencia del modelo propuesto con una reducción porcentual de 8.57%, 16.2% y 12.74% respectivamente para las distintas avenidas examinadas en esta investigación. / The lack of inclusion of pedestrians as users of non-motor vehicles makes it difficult for them to flow smoothly and safely, since the city has been planned for the transit of motor vehicles. Faced with the new trend for sustainable and economic transport, the city is forced to develop infrastructure in order to incorporate pedestrians and users of non-motorized vehicles into the transport system. The objective of this research is to optimize pedestrian and non-motorized vehicle movement on Arequipa Avenue, interrupted by vehicular infrastructure between blocks 25 and 29, by redesigning the infrastructure. The evaluation is of the microscopic type, for this reason the field data was collected such as vehicular, pedestrian demand and from users of non-motor vehicles, as well as the geometry of the public space where the mentioned ones transit and identify the damages of the vehicular infrastructure in it. With the values ​​of travel time, speed and roads that intervene throughout the public space, the current scenario that contains existing problems is represented. This data allow to create a microsimulation model in Vissim and VisWalk software, which is calibrated and validated so that this model has a behavior that is as close to reality as possible. The improvement proposal consists of a geometric redesign of the linear public space, optimization of the traffic light cycle, as well as changes in the mentioned intersection. The chosen efficiency parameters are the queue length, the travel speed and mainly the travel times of the users of this linear public space. The results conclude an improvement in the times and speeds of the cyclists by 40% and 20%, respectively, that is, users of non-motor vehicles and pedestrians can be included in a high-demand intersection. Likewise, an optimization of the traffic signal cycle and its benefit in reducing the length of vehicle queues that guarantee the efficiency of the proposed model with a percentage reduction of 8.57%, 16.2% and 12.74% respectively for the different avenues examined in this investigation. / Tesis

El presente artículo propone una metodología comparativa que evalúa la eficiencia entre modos de transporte. Esto permitirá elegir a los usuarios de forma más equitativa el modo de transporte más adecuado para desplazarse sin contratiempos hacia sus centros laborales, educativos, y ocio. Por tal motivo, es fundamental utilizar el itinerario de los usuarios para cada modo de transporte, en este caso se comparan el transporte público (modo habitual) y la bicicleta (modo activo). Se establece que la metodología consiste en la definición de los centros de actividades de los usuarios (centroides) y los paraderos de los modos de transporte (nodos). Se procede con la recopilación de la información vehicular de los modos de transporte y establecer el itinerario de los usuarios. Con los datos se construye el modelo de microsimulación del estado actual de la zona de estudio, para luego ser calibrado y validado. Se comparan el periodo total de movilización del itinerario de los usuarios de ambos modos de transporte y se establece cuál de estos es más eficiente para movilizarse en la zona de estudio. Los resultados demuestran que para la bicicleta el tiempo de llegada (centroide – nodo) fue de 2 minutos y el tiempo de viaje (nodo – modo activo – nodo) fue de 20 minutos. Así mismo, para el transporte público el tiempo de llegada (centroide – nodo) fue de 5 minutos y el tiempo de viaje (nodo – modo habitual – nodo) fue entre 32 y 42 minutos. / This article proposes a comparative methodology that evaluates the efficiency between modes of transport. This will allow users to choose more equitably the most appropriate mode of transport to move smoothly to their work, educational and leisure centers. For this reason, it is essential to use the users' itinerary for each mode of transport, in this case public transport (usual mode) and bicycle (proposed mode) are compared. It is established that the methodology consists of defining the activity centers of the users (centroids) and the stops of the modes of transport (nodes). We proceed with the compilation of vehicular information of the modes of transport and establish the itinerary of the users. With the data, the microsimulation model of the current state of the study area is built, to later be calibrated and validated. The total period of mobilization of the itinerary of the users of both transport modes is compared and it is established which of these is more efficient to mobilize in the study area. The results show that for the bicycle the arrival time (centroid - node) was 3 minutes and the travel time (node - proposed mode - node) was 17 minutes. Likewise, for public transport the arrival time (centroid - node) was 8 minutes and the travel time (node - usual mode - node) was between 25 to 35 minutes. / Trabajo de investigación

Orientador: Antônio Fernando Branco Costa / Resumo: O presente trabalho desenvolveu um modelo matemático que contribui para o projeto de redes cicloviárias conexas e integradas ao sistema de transporte público por ônibus em áreas urbanas, fazendo uso da Otimização Multiobjetivo (OM) por meio da Programação Linear Inteira Mista (MILP ou MIP). A investigação dos critérios de infraestrutura que influenciam a demanda cicloviária e que deveriam compor a modelagem matemática foi realizada por meio da Revisão da Literatura e cinco critérios identificados, referentes ao: Conforto, Segurança, Objetividade, Intermodalidade e Continuidade. Cada critério é composto por uma série de subcritérios, dezesseis no total, classificados como parâmetros de projeto de entrada e/ou de saída para o modelo matemático, segundo funções objetivos e restrições. Uma aplicação do modelo foi realizada em um caso real para cidade de grande porte, em São José dos Campos – SP, e obtidas soluções exatas com redes parcialmente conexas (abordagem 1) e redes totalmente conexas (abordagem 2), integradas aos pontos de parada de ônibus e as linhas de ônibus da região delimitada, por meio da linguagem de modelagem General Algebric Modeling System (GAMS) e o solver CPLEX. Os resultados obtidos foram aderentes a realidade da macrozona de tráfego na região estudada e contribuem para o planejamento urbano como validado pela Secretaria de Mobilidade Urbana de São José dos Campos. A análise de diversos cenários para o modelo matemático, ponderando os objetivos do modelo, pos... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: The present work created a mathematical model that contributes to design bikeway networks integrated to the public transport service by buses in urban areas, using the Network Multiobjective Optimization through Mixed by means of Mixed Integer Linear Programming (MILP or MIP). The investigation of the infrastructure criteria that influence cycling demand and that should set the mathematical modeling was carried out through the Literature Review and five criteria were identified, referring to: Comfort, Safety, Objectivity, Intermodality and Connectivity. Each criteria is composed of a subcriteria set, sixteen in total, which performed as input and/or output design parameters for the mathematical model, according to fitness functions and constraints. An application of the model was carried out in a real case in São Jose dos Campos city - Sao Paulo state, and exact solutions were obtained with partially connected networks (approach 1) and fully connected networks (approach 2), integrated to the stop points by bus and bus lines in the defined region, using the General Algebric Modeling System (GAMS) modeling language and the CPLEX solver. The results obtained were adherent to the reality of the traffic macrozone in the studied region and contribute to urban planning, as validated by the São José dos Campos Urban Mobility Secretariat. The analysis of several scenarios for the mathematical model, considering the model's objectives, made it possible to verify the behavior of the res... (Complete abstract click electronic access below) / Doutor