This work evaluates the cycling transport, which is environmentally friendly. Then shows how transport harms the environment and feasible solutions of this problem. The theoretical part describes basic types of cycle lines, their division and marking, advantages of cycling and main priorities of the National strategy of developement of cycling transport. The practical part is about the support of cycling in Pardubice's region. There are mentioned the region's main activities, way of financing of building cycle lines, future planned projects and confrontation of car transport, urban mass trasportation and by bicycle on choice ways. There are describe diferent types of kickstands and a proposal for new parking place next to railway station in Pardubice.

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No. of bitstreams: 1 teixeira_ip_dr_rcla.pdf: 7126927 bytes, checksum: 3f0bc16a33e6fed3122d95472c16cd73 (MD5) Previous issue date: 2016-12-16 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP) / Diversos estudos vêm demonstrando que o uso da bicicleta como meio de transporte têm efeitos benéficos sobre várias doenças, seja em função do exercício físico em si ou de forma indireta. Porém, a falta de um local adequado para utilização da bicicleta (ciclovias e ciclofaixas) é uma das principais barreiras para os não ciclistas e ciclistas. Os estudos que avaliam o impacto da criação de ciclovias e ciclofaixas na promoção do ciclismo apresentam alguns resultados inconsistentes e há poucos estudos usando medidas objetivas que reportam aumento na atividade física em resposta a essas mudanças ambientais. Pensando nisso, o objetivo deste estudo foi avaliar o impacto da implementação de ciclofaixas na utilização da bicicleta como meio de transporte por adultos residentes na cidade de Rio Claro – SP. Para tal, a pesquisa foi realizada de forma longitudinal constituída por dois momentos (2008 e 2014). No primeiro momento, anterior à criação dos 27,29 quilômetros de ciclofaixas no município, 1588 sujeitos foram entrevistados. Após a criação dessas estruturas, os mesmos sujeitos foram contatados e convidados para participar da segunda etapa dessa pesquisa. O impacto da criação das ciclofaixas foi avaliado de forma objetiva, por meio do Sistema de Informações Geográficas. As informações relativas ao uso de bicicleta como meio de transporte foram obtidas por meio do International Physical Activity Questionnaire (IPAQ) – versão longa. Para a análise dos dados foi utilizada uma Análise multinível de regressão de Poisson sendo ajustada para variáveis sexo, faixa etária e renda. Por fim, foi elaborado um modelo de equações estruturais a fim de testar as relações entre o uso de bicicleta como meio de transporte e distância para ciclovia, buffer da ciclovia (500m), percepção de proximidade da ciclovia (menos de 15 minutos de caminhada), distância média para os destinos, barreiras percebidas para uso da bicicleta (medo de acidentes, qualidade das ruas, trânsito intenso, falta de segurança), gênero, idade, classe econômica e posse de carro. Para o follow-up, houve uma perda amostral de 56,4% (n=895), principalmente em função de mudança de endereço (n=342), porém a amostra manteve-se com características similares. A prevalência de uso de bicicleta como meio de transporte diminuiu de 25,0% em 2008 para de 13,9% em 2014. Com relação às principais barreiras para o uso de bicicleta como meio de transporte destaca-se o fato de não ter bicicleta (25,5%), seguido por falta de vontade (24,0%) e medo de acidentes (22,8%). No último ano, 25,1% (n=174) dos entrevistados relataram ter utilizado a ciclovia ou ciclofaixa. Destes, 53,5% relataram uma satisfação positiva quanto à estruturas e manutenção dessas estruturas cicloviárias e 32,0% relataram uma satisfação positiva quanto a segurança referente à criminalidade dessas vias. A distância média da residência do sujeito até a ciclovia mais próxima foi de =1785,5 metros (IC95%:1730,3-1840,7) em 2008 e passou para =614,0 metros (IC95%:573,7-654,2) em 2014. Dentre as variáveis ambientais, incluindo o buffer, distância objetiva e a percepção de distância da ciclovia/ciclofaixa, apenas a última apresentou uma associação consistente com a condição de passar a utilizar a bicicleta, apresentando um risco relativo 60% superior para aqueles que percebiam uma distância menor que 15 minutos de caminhada. Além disso, características pessoais, como gênero e idade, foram associadas com o fato de passar a andar de bicicleta, sendo os homens com maior chance (RR=2,7) e os mais velhos menores chances (RR=0,32 e RR=0,22). Além disso, os resultados derivados do modelo de equações estruturais apontam que a percepção de segurança geral parece ser um fator chave e o mais expressivo na relação com o uso da bicicleta como meio de transporte. Além disso, nota-se que a segurança geral é afetada tanto pela percepção de proximidade com as estruturas cicloviárias, quanto pela idade, renda e gênero. / Several studies have demonstrated that the use of bicycle for transportation have beneficial effects on various diseases, whether in function of the physical exercise or indirectly. However, the lack of place for bicycle use (cycle lanes and cycle paths) is one of the main barriers for non- cyclists and cyclists. Studies evaluating the impact of the creation of cycle lanes and cycle paths in the promotion of cycling have some inconsistent results. Furthermore, there are few studies using objective measures that report an increase in physical activity in response to these environmental changes. Thus, the objective of this study was to evaluate the impact of the implementation of bicycle lanes in the bicycle use for transportation by adults living in the city of Rio Claro - SP. For that, the research was carried out in a longitudinal way consisting of two moments (2008 and 2014). At the first moment, prior to the creation of the 27,29 kilometers of cycle courses, 1588 subjects were interviewed. After the creation of these structures, the same subjects were contacted and invited to participate in the second stage of this research. The impact of the creation of cycle paths was evaluated objectively through the Geographic Information System. Information about the bicycle use was obtained through the International Physical Activity Questionnaire (IPAQ) - long version. For the analysis of the data, a Multi-level Poisson regression analysis was used, being adjusted for variables gender, age group and income. Finally, a Structural Equation Model was developed to test the relationship between bicycle use and distance to a bicycle lane, buffer of the bicycle lane (500m), perception of proximity to the lane, average distance to destinations, perceived barriers to bicycle use (fear of accidents, street quality, heavy traffic, lack of safety), gender, age, income and car ownership. For the follow-up, there was a sample loss of 56.4% (n = 895), mainly due to a change of address (n = 342), but the sample remained similar. The prevalence of bicycle use as a means of transportation decreased from 25.0% in 2008 to 13.9% in 2014. With regard to the main barriers to the use of bicycles as a means of transportation, the mainly was: don´t have a bicycle (25.5%), followed by lack of desire (24.0%) and fear of accidents (22.8%). In the last year, 25.1% (n = 174) of the respondents reported having used the cycle lane or cycle path. Of these, 53.5% reported a positive satisfaction with the structures and maintenance of these cycle structures and 32.0% reported a positive satisfaction regarding the safety related to the criminality of these routes. The average distance from the subject's residence to the nearest cycle structures was = 1785.5 meters (IC95%: 1730.3- 1840.7) in 2008 and decreased to = 614.0 meters (95% CI: 573.7-654.2) in 2014. Among the environmental variables, including the buffer, objective distance and distance perception of the cycle lane/cycle path, only the latter presented a consistent association with the condition of cycling, presenting a relative risk of 60% higher for those who perceived a distance of less than 15 minutes of walking. In addition, personal characteristics, such as gender and age, were associated with cycling, with males having a greater chance (RR = 2.7) and older ones (RR = 0.32 and RR = 0.22). Moreover, the results derived from the structural equations model point out that the perception of general safety seems to be a key factor and the most expressive variable in relation to the use of the bicycle as a means of transportation. In addition, it is noted that general security is affected by both the perception of proximity to cycle structures, and by age, income and gender. / FAPESP: 2012/18795-7

This thesis deals with a comparison of two sections of The Elbe Cycle Path in the Central Region. The whole work is divided into four parts. In the first half of the theoretical part describes cycling as such, explains the basic concepts arising from the topic and parameters that can influence the price of trails. The second half focuses on the approach to Elbe Cycle Route, its history, current status and vision for the future. The practical part describes The Elbe Cycle Route already embedded in the Central Region and the region itself and represents "The Elbe Cycle Route Brandýs nad Labem and in the neighborhood" and "The Cycleway Horní Počaply -- Vliněves -- Zelčín". The final section is devoted to the analysis of cartographic and economic comparison of the above projects. Final comparison shows the effectiveness in the implementation of both projects and highlights their strengths and opportunities and points out the weaknesses and threats that can be an inspiration and a warning to other projects linked to the development of cycling and mountain biking. The added value of this work is the visibility of both projects and communities to come together to be capable of such an important yet very financially demanding projects to implement. It turned out that although the patronage of the way, in terms of cycling, strategic projects assumed by the Central Region, it is fair to make a below average spending.

The diploma thesis deals with the mathematical environments Mazes and Cycle Paths. The first part is concerned with the definition of two opposite educational styles, transmissive and constructivistic. Within the constructivistic educational style it is also focused on schema-oriented education and on defining its principles for teaching mathematics by Hejný's method. It also introduces a new term genetic constructivism - its author proves that Hejný's mathematics and its didactic environments are embedded in ancient history. This diploma thesis gives an answer to the question of why the environments Mazes and Cycle Paths belong to the teaching of mathematics, and therefore, on what mathematical basis it stands. It is for this reason that it provides insight into the fundamentals of graph theory. It is focused on the historical aspect of terms maze and cycle path and charts exercises in Hejný's textbooks of mathematics from environments Mazes and Cycle Paths. The aim of research is to expand the collection of exercises from these two environments, to chart pupils' solving strategies and identify effective teaching methods in accordance with the schema-oriented education, which has been studied in seven experiments. The last part of this diploma thesis presents a didactic game, which is focused on...

The diploma thesis deals with the transfer of cyclists through the dam of Nové Mlýny. The design runs alongside the dam, outside the existing I/52 road, as a preparation for the D52 motorway. The thesis solves the design of longitudinal alignment and vertical alignment of the cycle path along the I/52 road, connection of the cycle path to the adjacent network of cycling routes and variants of crossing cycle path 5174 with route I/52 due to an increase of safety.

This work aims to create transport–urbanism study which will lead to the improvement of attractivity of the whole region, whether for permanent or migrant populations, converts the traffic so that the least interfere with visitors of the city center while retaining its good accessibility, supports the development of pedestrian and cycling routes in context of the surrounding area. Traffic-urban solution will work with the master plan of Ostrava city and also take into account results of performed architectural and urban design competitions of a city in the area of interest. Emphasis will be placed on an economically resonable solution with connection to the future development of the site, construction phasing and quick implementation.

The assignment is an architecture and urban planning study of a sports and recreation center. The solved area is located in the town of Vsetín, in the part called Ohrada. Nowdays, the area is obsolete, unfunctional and also unmodern. My project is mainly focused to create a concept that responds to the environment, offers outdoor and indoor spaces for all generations. It allows better connection with nature, variable use, and division of area by function. The design is defined by the river Bečva on the west side and a busy 1st class road on the east side. It was important to separate pedestrians and cyclists from motor vehicles. The response to this restriction is to direct traffic in the area to the west, towards the river. This creates a terrain works that optically deflects the design in a quieter direction. Buildings are placed in the line and oriented in the western direction. After creating the terrain, I divided the area into several segments according to functionality. In the heart of the area, a multifunctional central hall with an inner climbing wall is set in the terrain. In front of it is a public space for meetings, sports and recreation. On the other side, there is a basketball court, a workout playground, a children's playground in front of the hall and a rest area of ??greenery closer to the river. If we continue southerly down, another cube set into the terrain is a building with a restaurant and a cafe. The southernmost building is a tennis club with facilities for athletes and squash. In front of the building there is a 9x tennis court with a grandstand. Closer to the river and the bike path there is an outdoor climbing wall. From the newly created embankment, the area is divided by a cycle path around the river. Behind the bridge is a green belt separated area which, unlike the previous ones, is tuned in a calmer spirit. We will find a building of a yoga and meditation center.