O trânsito constitui um dos principais problemas enfrentados pelas metrópoles urbanas do mundo todo, por este motivo, o tema é amplamente estudado e trabalhado. Para se enfrentar tal situação, governos investem em uma série de meios de transportes alternativos. Um tipo de investimento que vem ganhando destaque nas principais metrópoles urbanas é o incentivo ao uso de bicicletas por intermédio da construção de vias segregadas e infraestrutura de apoio. Se, por um lado, a construção de vias para bicicleta incentiva o uso desta e facilita a utilização de um meio de transporte alternativo, por outro, reduz o espaço de circulação de automóveis e elimina vagas de estacionamento nas ruas, ocasionando um possível efeito negativo tanto em relação ao trânsito quanto ao comércio. Também, o uso da bicicleta pode ser visto, pelas pessoas que a utilizam, não apenas como meio de transporte, mas como uma amenidade positiva para a prática de atividades físicas ou como meio recreacional. Desse modo, a construção de vias para bicicleta pode afetar a vida das pessoas positiva ou negativamente. O presente trabalho investiga o impacto econômico da presença das vias para bicicleta ao realizar um estudo de caso na cidade de São Paulo. Como as vias alteram a escolha modo de algumas pessoas, o tempo e o custo do deslocamento e as amenidades urbanas podem ter, então, impactos sobre o gradiente de preços dos imóveis mais próximos. Para captar esse efeito, propõe-se uma modelagem de preços hedônicos a fim de determinar o impacto da via no preço dos imóveis. Desse modo, será possível identificar como esse investimento influencia na percepção de qualidade de vida das pessoas, por meio de sua disposição a pagar por essa amenidade (positiva ou negativa). Esta pesquisa utiliza-se de extensa base de dados imobiliários fornecida por um site de classificados de imóveis. Para identificar o efeito da política, foi utilizado um modelo de painel com efeitos aleatórios para os distritos do município de São Paulo referente ao período de 2012 até 2016. Dado que a política de construção de vias segregadas começou em 2013, por intermédio dos dados em painel, é possível utilizar uma estrutura de diferenças em diferenças que, aliada ao modelo de preços hedônicos, permite separar o efeito da via para bicicletas no preço dos imóveis. Assim, é possível avaliar como a política influenciou os preços imobiliários. O trabalho também identifica a diversidade de tipo de estruturas construídas, desde investimentos em avenidas movimentadas até estruturas improvisadas. Desse modo, consegue separar o efeito gerado pelos diferentes tipos de estrutura e não apenas o efeito geral da política. Como resultado, foi encontrado que as vias para bicicleta afetam positivamente os imóveis próximos, indicando que a política aumenta o bem-estar social. Os efeitos encontrados variam de acordo com o tipo de estrutura. / Traffic is one of the main problems faced by urban metropolises around the world, so the subject is widely studied and worked on. To address this, governments invest in a number of alternative means of transportation. One type of investment that is gaining prominence in the main urban metropolises is the incentive to use bicycles through the construction of segregated bike lanes and supporting infrastructure. If, on the one hand, the construction of bicycle lanes encourages the use of bicycles and facilitates the use of an alternative means of transportation, on the other hand it reduces the flow of cars and eliminates parking spaces on the street, causing a possible negative effect both in transit and trade. Also, use of the bicycle can be seen as a positive amenity by people who use it not only as a means of transportation, but for the practice of physical activities or as a recreational mean. In this way, building bicycle lanes can affect people\'s lives positively or negatively. This work investigates the economic impact of the presence of bike lanes, carrying out a case study in the city of São Paulo. Because cycle paths alter the modo choice of some people, the time and cost of commuting, and urban amenities, may then have an impact on the price gradient of the nearest real estate. To capture this effect, we propose a hedonic price modeling to determine the impact of the road in the price of real estate, in this way it will be possible to identify how this investment influences people\'s perception of quality of life through their willingness to pay for This amenity (positive or negative). The work uses extensive real estate database provided by a real estate classified website. To identify the effect of the policy, a panel model with random effects was used for the districts of the municipality of São Paulo for the period from 2012 to 2016. As the policy for construction of segregated roads began in 2013, with the panel data is it is possible to use a structure of differences in differences that, together with the hedonic price model, allows to separate the effect of the bicycle path in the real estate price. Thus, it is possible to assess how the policy influenced real estate prices. The work also identifies the diversity of type of structures built, from investments in big avenues to makeshift structures. In this way he can separate the effect generated by the different types of structure and not only the general effect of the policy. As a result, it was found that bicycle lanes positively affect nearby properties, indicating that the policy enhances social welfare. The effects found vary according to the type of structure.

O trânsito constitui um dos principais problemas enfrentados pelas metrópoles urbanas do mundo todo, por este motivo, o tema é amplamente estudado e trabalhado. Para se enfrentar tal situação, governos investem em uma série de meios de transportes alternativos. Um tipo de investimento que vem ganhando destaque nas principais metrópoles urbanas é o incentivo ao uso de bicicletas por intermédio da construção de vias segregadas e infraestrutura de apoio. Se, por um lado, a construção de vias para bicicleta incentiva o uso desta e facilita a utilização de um meio de transporte alternativo, por outro, reduz o espaço de circulação de automóveis e elimina vagas de estacionamento nas ruas, ocasionando um possível efeito negativo tanto em relação ao trânsito quanto ao comércio. Também, o uso da bicicleta pode ser visto, pelas pessoas que a utilizam, não apenas como meio de transporte, mas como uma amenidade positiva para a prática de atividades físicas ou como meio recreacional. Desse modo, a construção de vias para bicicleta pode afetar a vida das pessoas positiva ou negativamente. O presente trabalho investiga o impacto econômico da presença das vias para bicicleta ao realizar um estudo de caso na cidade de São Paulo. Como as vias alteram a escolha modo de algumas pessoas, o tempo e o custo do deslocamento e as amenidades urbanas podem ter, então, impactos sobre o gradiente de preços dos imóveis mais próximos. Para captar esse efeito, propõe-se uma modelagem de preços hedônicos a fim de determinar o impacto da via no preço dos imóveis. Desse modo, será possível identificar como esse investimento influencia na percepção de qualidade de vida das pessoas, por meio de sua disposição a pagar por essa amenidade (positiva ou negativa). Esta pesquisa utiliza-se de extensa base de dados imobiliários fornecida por um site de classificados de imóveis. Para identificar o efeito da política, foi utilizado um modelo de painel com efeitos aleatórios para os distritos do município de São Paulo referente ao período de 2012 até 2016. Dado que a política de construção de vias segregadas começou em 2013, por intermédio dos dados em painel, é possível utilizar uma estrutura de diferenças em diferenças que, aliada ao modelo de preços hedônicos, permite separar o efeito da via para bicicletas no preço dos imóveis. Assim, é possível avaliar como a política influenciou os preços imobiliários. O trabalho também identifica a diversidade de tipo de estruturas construídas, desde investimentos em avenidas movimentadas até estruturas improvisadas. Desse modo, consegue separar o efeito gerado pelos diferentes tipos de estrutura e não apenas o efeito geral da política. Como resultado, foi encontrado que as vias para bicicleta afetam positivamente os imóveis próximos, indicando que a política aumenta o bem-estar social. Os efeitos encontrados variam de acordo com o tipo de estrutura. / Traffic is one of the main problems faced by urban metropolises around the world, so the subject is widely studied and worked on. To address this, governments invest in a number of alternative means of transportation. One type of investment that is gaining prominence in the main urban metropolises is the incentive to use bicycles through the construction of segregated bike lanes and supporting infrastructure. If, on the one hand, the construction of bicycle lanes encourages the use of bicycles and facilitates the use of an alternative means of transportation, on the other hand it reduces the flow of cars and eliminates parking spaces on the street, causing a possible negative effect both in transit and trade. Also, use of the bicycle can be seen as a positive amenity by people who use it not only as a means of transportation, but for the practice of physical activities or as a recreational mean. In this way, building bicycle lanes can affect people\'s lives positively or negatively. This work investigates the economic impact of the presence of bike lanes, carrying out a case study in the city of São Paulo. Because cycle paths alter the modo choice of some people, the time and cost of commuting, and urban amenities, may then have an impact on the price gradient of the nearest real estate. To capture this effect, we propose a hedonic price modeling to determine the impact of the road in the price of real estate, in this way it will be possible to identify how this investment influences people\'s perception of quality of life through their willingness to pay for This amenity (positive or negative). The work uses extensive real estate database provided by a real estate classified website. To identify the effect of the policy, a panel model with random effects was used for the districts of the municipality of São Paulo for the period from 2012 to 2016. As the policy for construction of segregated roads began in 2013, with the panel data is it is possible to use a structure of differences in differences that, together with the hedonic price model, allows to separate the effect of the bicycle path in the real estate price. Thus, it is possible to assess how the policy influenced real estate prices. The work also identifies the diversity of type of structures built, from investments in big avenues to makeshift structures. In this way he can separate the effect generated by the different types of structure and not only the general effect of the policy. As a result, it was found that bicycle lanes positively affect nearby properties, indicating that the policy enhances social welfare. The effects found vary according to the type of structure.

Abstract Purpose: In Sweden, the authorities have long realized that increasing cycling would give the community huge profits from an environmental perspective. About one third of the Swedish population is inactive during the day. Inactivity costs society annually six billion SEK. Single statistics states that around 30 people are killed in bicycle accidents every year. In addition, an average of 350 cyclists are seriously injured. Many of these accidents are related to the cycling paths physical design. The average cycling path distance per person has decreased by 20% over the past 20 years. The aim of the project is to provide suggestions for improvements in physical design on the cycle paths in order to increase safety and accessibility that lead to increased cycling. Method: The work begins with literature studies and document analysis to gain an insight into what has been found in previous research on this subject. In order to be able to deepen more on the subject and to investigate what officials in the Municipality of Linköping have to say about problems with cycle paths, three interviews were made with officials who work with cycling issues. Result: Generally, cycling routes in Linköping municipality and Sweden maintain good quality, but there is much to be done to improve. The municipality is working actively to address problems that arise on the roads, but the accident statistics will remain unchanged. The interviewees believe that knowledge about the design of cycle paths affects accident statistics. Also, the implementation of what they actually know about road design does not always work That is, Sweden needs to invest more resources on the cycling network and make use of the knowledge that Denmark and the Netherlands have. Implications: There are countries that have developed further in the cycling network than Linköping, such as Denmark and the Netherlands. Linköping and other cities in Sweden can benfit from their knowledge and experience. In order to achieve the set goals, of course, a larger investment of capital must be made on the infrastructure, focusing on cycling in order to make cycling more accessible and safe. Research must focus more on detailed solutions of traffic elements. The authors of this project recommend traffic planners to collaborate with other traffic planners in other municipalities in Sweden as well as municipalities from other countries to drive development faster. Another recommendation from the authors is to create an organization that is only responsible for the walking and cycling routes just like what the Netherlands has done. In addition, cycling must be prioritized more in traffic planning than it is today. Limitations: There are many factors that affect the use of bicycles, but the project has only considered had the physical design as an area of ​​investigation. Furthermore, due to lack of time, the work has only chosen to compare Linköping municipality with cities in Denmark and the Netherlands. Keywords: Safety, Accessibility, Cycle Routes, Bike Accidents, Criminal Record. / Sammanfattning Syfte: I Sverige har myndigheterna sedan lång tid tillbaka insett att ökat cyklande skulle ge samhället stora vinster ur ett miljöperspektiv. Ungefär en tredjedel av den svenska befolkningen är inaktiva under dagen. Inaktivitet kostar samhället årligen sex miljarder. Enlig statistiken har cirka 30 personer omkommit i cykelolyckor årligen under 2000-talet i Sverige. Dessutom skadas i genomsnitt 350 cyklister allvarligt. Många av dessa olyckor är relaterade till cykelvägarnas fysiska utformning. Den genomsnittliga cykelsträckan per person har minskat med hela 20 % under de senaste 20 åren. Målet med arbetet är att ge förslag på förbättringar i den fysiska utformningen på cykelvägarna i syfte att öka säkerheten och framkomligheten som leder till ökad cykelanvändning. Metod: Arbetet inledes med litteraturstudie och dokumentanalys för att få en inblick i vad som har framkommit i tidigare forskning i ämnet. För att kunna fördjupa sig mer i ämnet utfördes tre intervjuer med personer som är ansvariga för cykelfrågor i Linköpings kommun för att ta reda på vilka problem de har på cykelvägarna. Resultat: Generellt håller cykelvägar i Linköpings kommun och Sverige bra kvalité men det finns fortfarande mycket att förbättra. Kommunen arbetar aktivt med att åtgärda problem som uppstår på vägarna men olycksstatistiken blir oförändrad. De intervjuade personerna menar att det behövs mer kunskap om hur utformningen av cykelvägar påverkar olycksfallsstatistiken eller att implementeringen av det de faktiskt vet om utformning inte funkar. Sverige behöver satsa mer resurser på cykelnätet och utnyttja kunskaperna som Danmark och Holland har. Konsekvenser: Det finns städer som har kommit längre i utvecklingen av cykelnätet än Linköping exempelvis Köpenhamn och Amsterdam. Linköping och andra städer i Sverige kan ta del av deras kunskaper och erfarenheter. För att uppnå de uppsatta målen måste naturligtvis en större satsning av kapital göras på infrastrukturen med fokus på cyklandet i syfte att göra cyklingen mer attraktiv och säker. Forskning måste fokuseras mer på detaljerande lösningar av trafikelement. Författarna rekommenderar att trafikplanerare samarbetar med andra trafikplanerare i andra kommuner i Sverige samt även kommuner från andra länder för att driva utvecklingen snabbare. En annan rekommendation från författarna är att skapa en organisation som ansvarar endast för gång- och cykelvägarna som Holland har gjort. Dessutom måste cykeln prioriteras mer i trafikplaneringen än vad det görs idag Begränsningar Det finns många faktorer som påverkar cykelanvändningen men arbetet har endast haft den fysiska utformningen som undersökningsområde. Vidare har arbetet på grund av tidsbrist endast valt att jämföra Linköpings kommun med städer i Danmark och Holland. Nyckelord: Säkerhet, framkomlighet, cykelvägar, cykelolyckor, stradaregistret.

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The diploma thesis evaluates the benefits of a section of the Elbe route between the city of Hradec Kralove and the village of Kuks. In the theoretical part, frequently used terms are explained, along with the history of cycle tourism, the Elbe route is introduced, as well as the subjects taking care of it, and the costs and benefits of cycle tourism are described. The practical part is focused on the mentioned section of the route -- it depicts this section and then moves to present and analyze the results of the survey conducted during this study.

In the introduction of theoretical part, a sport discipline In line skating is described. Legislative aspect together with use of cycle paths is considered.The second chapter describes system of cyclopaths in the cities. Following chapters are describing the concept of parks and cyclopaths development in the rural area until 2020. Next, the work establishes criteria for evaluation of locations discussed in charter 5. Theoretical part of this work discusses in chapter six general rules for cyclopaths and park use. In chapter seven traffic signalization and in line skaters' equipment are discussed. Further chapters focus on sport and safety equipment. In the end of theoretical part of chapter ten and eleven I comment on particularities of in line skating education for children 7- 10 years old. Practical part describes mapping and evaluation of 10 selected cyclopaths located on the left side of Vltava River and close surroundings in chapter 12-13. Chapter 14 is dedicated to in-line skating and its categories. In the end of the practical part, the structure and methodology of teaching lesson of in-line skating is depicted together with description of basics of in line skating. Appendix consists of graphical comparison of results from public survey Keywords In-line skating, skating lessons, mapping of...

In the introduction of theoretical part, a sport discipline In line skating is described. Legislative aspect together with use of cycle paths is considered.The second chapter describes system of cyclopaths in the cities. Following chapters are describing the concept of parks and cyclopaths development in the rural area until 2020. Next, the work establishes criteria for evaluation of locations discussed in charter 5. Theoretical part of this work discusses in chapter six general rules for cyclopaths and park use. In chapter seven traffic signalization and in line skaters' equipment are discussed. Further chapters focus on sport and safety equipment. In the end of theoretical part of chapter ten and eleven I comment on particularities of in line skating education for children 7- 10 years old. Practical part describes mapping and evaluation of 10 selected cyclopaths located on the left side of Vltava River and close surroundings in chapter 12-13. Chapter 14 is dedicated to in-line skating and its categories. In the end of the practical part, the structure and methodology of teaching lesson of in-line skating is depicted together with description of basics of in line skating. Appendix consists of graphical comparison of results from public survey Keywords In-line skating, skating lessons, mapping of...

Prior to this thesis, there was a specialist course “Sport centre Za Lužánkami Brno”. This project was focused on planning of urbanism-architectural area with a mixture of renovated and new facilities with different functions for sport and leisure, together with professional sport opportunities. The emphasis was on collision-free paths for pedestrians and cyclists, clear transport links around the centre and terrain configuration of the area. The thesis follows on from this project, focusing on development between the hotel Bobycentrum in the South and the Lužánky swimming pool in the North. The idea of the proposal stems from the need to connect the development area to the existing network of pedestrian and cycle paths and the public transport system to minimise the use for individual car travel to the sport centre; and to connect existing and new facilities for leisure and sports. The Sport relax centre was designed with existing buildings in mind and partially follows their ground floor dimensions. The centre creates a barrier from the noisy and busy street and provides a calmer area for outdoor recreation. It fills a gap between the existing buildings and is encircled by a footpath at second level joining to the footbridges over Sportovní Street and the existing terrain in the north-western part. The footpath is ended by passageway between swimming pool and wellness centre. More and more people are looking for sport opportunities in cities however; there are still not enough quality grounds and facilities on offer. The facilities in this development are meant for regular trainings and recreation for the public, including parents with children, groups of friends as well as individual and team sports players, offering a range of day, evening and night activities both indoors and outdoors. Other facilities include outdoor changing rooms and sports equipment rental as well as spaces for meeting friends such as a restaurant, wellness and a dancing-hall.