This thesis deals with developing applications on Windows Phone 7. The application focuses on two main target groups; cyclists and individuals who are confined to wheelchairs. Application offers the possibility of navigating around the city and over difficult terrain, and is divided into two parts - the client side application, and server side application. Development of the server side application will be analyzed in the thesis Development of map application for tracking in cloud - Server side on Windows Azure, by Vojtech Ruzicka. The primary objective of this thesis is to offer new solutions for development on Windows Phone 7, with attention being given to the communication between client and server. The second objective is to provide the public with the free application, which will help cyclists and handicapped individuals to navigate through cities around the world. The primary goal of this thesis will be achieved by identifying any problems that may arise during development, whereby a simplified description of the problem will be formed and a solution provided. Realization of the second goal will be in the use of application by the public, by providing them with an efficient means of increasing their mobility throughout their surroundings.

La coyuntura sanitaria actual ha obligado a miles de usuarios a utilizar la bicicleta como medio de transporte, por considerarlo seguro y personal. Lo que ha generado que este mercado se incremente de manera considerable, según el Instituto de Investigación y Desarrollo de Comercio Exterior de la Cámara de Comercio de Lima (Idexcam) indica que durante el primer trimestre del 2021 se registró un incremento de 1,032% de importación de bicicletas tradicionales y eléctricas en comparación al mismo periodo del 2020. Las ventas en el país, se han incrementado en un 60% en comparación al año 2019. Este crecimiento ha ocasionado que se genere una necesidad no cubierta de centros de mantenimiento y reparación. Ante esta escasez nace la propuesta de generar un taller especializado que ofrece diferentes tipos de paquetes que se ajustan a las necesidades de los usuarios, que se acerca a los ciclistas en puntos estratégicos de la ciudad mediante carpas itinerantes y cuenta con el servicio de reparación en casa para mayor comodidad y garantía. En un inicio se prevé abarcar los distritos con mayor cantidad de ciclovías como son La Perla, San Miguel, Magdalena, Pueblo Libre, Jesús María, Barranco, San Isidro, Miraflores y San Borja / The actual health conjuncture has forced thousands of people to use the bike as a conveyance, by considering it safe and personal. It generated that this market increase in a considerable way, according to the Institute of Investigation and Develop of Foreing Trade of the Chamber of Commerce (Idexcam according to the acronym in Spanish) indicates that during the first trimester of 2021 was registered an increase of 1,032% in tradicional and electric bikes importation in comparison with the same period of 2020. The sales in the country have increased by 60% in comparison to the year 2019. This growth has occasioned the generation of a non covered necessity of maintenance and repair centers. Faced with this shortage, the proposal of generating a specialized workshop that offers different kinds of packages that fit to the necessities of the users, that get closer to the cyclist on strategic points of the city through itinerant tents and counts with a home repair service for more comfort and guarantee. At the beginning it is expected to embrace the districts with the most quantity of bikeways as La Perla, San Miguel, Magdalena, Pueblo Libre, Jesús María, Barranco, San Isidro, Miraflores and San Borja. / Trabajo de investigación

The topic of my master's thesis is a concept and evaluation of a new steel construction of a foot bridge for pedestrians and cycles across the river Morava. The concept has two alternatives. Option 1: The foot bridge has three spans. The span lengths are 27+81+27m, the middle span is stiffened by an arc. There is a bridge deck that consists of a cellular beam which is locked onto the arc. The bridge deck is lower, steel and orthotropic. The arrangement of rods is radial. Option 2: The middle span is stiffened by two arcs bowed to each other. The bridge deck consists of two beams with crossbeams and is locked onto the arcs. The bridge deck is again lower, steel and orthotropic. The arrangement of rods is radial. The wind bracing has a shape of a Vierendeel beam.

The content of diploma thesis is design of the construction of steel footbridge for pedestrians and cyclists. The footbridge is across the railway in Kyjov. The design will be processed in two options of structure. The selected option will be developed in greater detail. The span of footbridge is 35 m and the width is 3 m. The contruction is made by two arched beams which are connected to the bridge deck by suspenders. The stability of the construction is provided by longitudinal bracing under the bridge deck and the bracing between the arched beams. The assessment of the structure was made according to valid standards.

In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique as well as urban design concept. This technique strives to fully integrate the roadway into the urban fabric by removing elements such as lane markings, curbs, and traffic signs. By removing these elements and creating a more plaza-like space, these sites become ambiguous and no user group as priority. The technique is relatively new, and the majority of existing research concerns pedestrians only. This mixed methods research focused on six intersections in England with the goal of understanding how bicycle riders perceive and travel through shared space intersections. Using video observations of the six sites in three cities, three shared and three control, this project analyzed the variations in the paths cyclists rode through the intersections. Data were collected on several variables related to both the cyclists and their interactions with the site itself such as helmet use and riding through crosswalks. Path analysis required the development a new evaluative variable in order to compare individual paths by how much deviation there was in each path ridden as compared to other cyclists. Site-specific surveys addressed the perceptions, bicycling experience, demographics, and path and route preferences by cyclists at both shared space and control intersections. The analysis indicated that cyclists rode similarly through both shared and control intersections, and that a large percentage of riders preferred to ride farther from motor vehicles when given the space to do so. This project offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Results indicated that, in these cases, shared space was not the panacea for nonmotorized users as some literature suggests, but nonetheless appeared to be a valid form of traffic calming. This research offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice.

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.

Long popular in northern Europe, protected bike lanes, also known as "cycle tracks" or "separated bike lanes," are seeing increased interest in the United States. One of the primary benefits of protected bike lanes is that they may provide a higher level of comfort than a standard bike lane that is only delineated by an inches-wide painted stripe. Several methods exist for quantifying the quality of service provided by a roadway for a bicyclist; however, many of these models do not consider protected bike lanes and of those that do, none are based on empirical data from the US. This is problematic as engineers, planners, and elected officials are increasingly looking to objective performance measures to help guide transportation project design and funding prioritization decisions. This thesis addresses this gap by presenting a cumulative logistic model to predict user comfort on protected bike lanes using surveys conducted in the United States. The model is for road segments only and not signalized intersections. It is developed from the results of in-person video surveys conducted in Portland, Oregon. The survey was completed by 221 individuals who viewed 20 video clips each. The model is validated using 3,230 responses to a survey of those who have ridden on protected bike lanes in multiple cities around the US. A cumulative logistic model is used because it predicts the distribution of ratings, providing a clearer picture of a facility's performance than a mean value produced by a simple linear model. The resulting model indicates that buffer type, one-way vs. two-way travel, motor vehicle speed, and motor vehicle average daily traffic volumes are all significant predictors of bicyclist comfort in protected bike lanes. Survey results also show that protected bike lanes are generally more comfortable than other types of on-street infrastructure, consistent with previous research findings.

This project examined cyclist red light running behavior using two data sets. Previous studies of cyclist compliance have investigated the tendencies of cyclists to run red lights on the whole by generalizing different maneuvers to their end outcome, running a red light. This project differentiates between the different types of red light running and focuses on the most egregious case, gap acceptance, which is when a cyclist runs a red light by accepting a gap in opposing traffic. Using video data, a mathematical model of cyclist red light running was developed for gap acceptance. Similar to other studies, this analysis utilized only information about the cyclist, intersection, and scenario that can be outwardly observed. This analysis found that the number of cyclists already waiting at the signal, the presence of a vehicle in the adjacent lane, and female sex were deterrents to red light running. Conversely, certain types of signal phasing, witnessing a violation, and lack of helmet increased the odds that a cyclist would run the red light. Interestingly, while women in general are less likely to run a red light, those who witnessed a violation were even more prone that men who had witnessed a violation to follow suit and run the red light themselves. It is likely that the differing socialization of women and men leads to different effects of witnessing a previous violator. The analysis also confirmed that a small subset of cyclists, similar to that found in the general population, are more prone to traffic violations. These cyclists are more willing to engage in multiple biking-related risk factors that include not wearing a helmet and running red lights. Although the model has definite explanatory power regarding decisions of cyclist compliance, much of the variance in the compliance choices of the sample is left unexplained. This points toward the influence of other, not outwardly observable variables on the decision to run a red light. Analysis of survey data from cyclists further confirms that individual characteristics not visible to the observer interact with intersection, scenario, and visible cyclist characteristics to result in a decision to comply (or not) with a traffic signal. Furthermore, cyclist characteristics, in general, and unobservable individual characteristics, specifically, play a larger role in compliance decisions as the number of compliance-inducing intersection traits (e.g. conflicting traffic volume) decrease. One such unobservable trait is the regard for the law by some cyclists, which becomes a more important determinant of compliance at simpler intersections. Cyclists were also shown to choose non-compliance if they questioned the validity of the red indication for them, as cyclists. The video and survey data have some comparable findings. For instance, the relationship of age to compliance was explored in both data analyses. Age was not found to be a significant predictor of non-compliance in the video data analysis while it was negatively correlated with stated non-compliance for two of the survey intersections. Gender, while having significant effects on non-compliance in the video dataset, did not emerge as an important factor in the stated non-compliance of survey takers. Helmet use had a consistent relationship with compliance between the video and survey datasets. Helmet use was positively associated with compliance in the video data and negatively associated with revealed non-compliance at two of the survey intersections. When coupled with the positive association between normlessness and stated willingness to run a red light, the relationship between helmet use and compliance solidifies the notion that a class of cyclists is more likely to consistently violate signals. It points towards a link between red light running and individuals who do not adhere to social norms and policies as strictly as others. Variables representing cyclists and motorists waiting at the signal were positively related to signal compliance in the video data. While an increased number of cyclists may be a physical deterrent to red light running, part of the influence on compliance that this variable and the variable representing the presence of a vehicle may be due to accountability of cyclists to other road users. This relationship, however, was not revealed in the stated non-compliance data from the survey. Efforts to increase cyclist compliance may not be worth a jurisdiction's resources since nearly 90% of cyclists in the video data were already compliant. If a problem intersection does warrant intervention, different methods of ensuring bicyclist compliance are warranted depending on the intersection characteristics. An alternative solution is to consider the applicability of traffic laws (originally designed for cars) to bicyclists. Creating separation in how laws affect motorists and cyclists might be a better solution for overly simple types of intersections where cyclists have fewer conflicts, better visibility, etc. than motorists. Education or other messaging aimed at cyclists about compliance is another strategy to increase compliance. Since cyclists appear to feel more justified in running red lights at low-volume, simple-looking intersections, it would probably be prudent to target messaging at these types of intersections. Many cyclists are deterred by high-volume and/or complicated looking intersections for safety reasons. Reminding cyclists of the potential dangers at other intersections may be a successful messaging strategy. Alternatively, reminding cyclists that it is still illegal to run a red light even if they feel safe doing so may be prudent. Additionally, messaging about the purpose of infrastructure such as bicycle-specific signals or lights that indicate detection at a signal may convince cyclists that stopping at the signal is in their best interest and that the wait will be minimal and/or warranted.

Este trabajo de investigación muestra el plan de negocios para Bike Ride , una app de tráfico y navegación para ciclistas, proyecto que busca satisfacer la evolución del transporte en la sociedad, los riesgos, aglomeraciones que puede implicar movilizarse en un autobús después de la pandemia del coronavirus o simplemente evitar las horas punta y el tráfico de manejar un auto en la capital. El modelo de negocio ofrece un aplicativo óptimo con previsualización de rutas de ciclovías al momento de redactar una dirección o nombre de algún negocio, el cual le brinda alternativas de desplazamiento al usuario ciclista para que pueda trasladarse por el trayecto que más prefiera. En el análisis del entorno sobresale la creación de la ley promueve y regula el uso de la bicicleta como medio de transporte sostenible. En el análisis interno detalla que las fortalezas son ser una propuesta innovadora con un servicio que facilita la búsqueda de lugares interconectando las principales ciclovías y avenidas para llegar de una manera rápida y segura a sus destinos. La investigación de mercado arrojo que arrojó que el perfil de los usuarios son hombres y mujeres entre 18 y 55 años pertenecientes a Lima Metropolitana. del nivel socioeconómico B y C, que utilizan su smartphone para poder desplazarse a diferentes lugares a través de un aplicativo de navegación. El plan de marketing contempla una estrategia diferenciación y de penetración de mercado, así como una estrategia comunicacional. El plan operativo detalla estándares para el funcionamiento del proyecto en cuanto al servicio, calidad. Además, plasma el Layout del local según las normas vigentes. El proyecto cuenta con un plan financiero viable ya que los tiempos de recuperación se encuentran en 1.47 años además de poseer una TIR de 110%. Estos indicaron hacen atractiva la inversión y puesta en operación del proyecto. / This research work shows the business plan for Bike Ride, a traffic and navigation app for cyclists, a project that seeks to satisfy the evolution of transport in society, the risks, agglomerations that may involve moving on a bus after the pandemic of the coronavirus or simply avoiding rush hours and traffic to drive a car in the capital. The business model offers an optimal application with a preview of bicycle routes when writing an address or name of a business, which provides alternative routes for cyclists so that they can travel on the route they prefer. In the analysis of the environment, the creation of the law that promotes and regulates the use of bicycles as a sustainable means of transport stands out. In the internal analysis, it details that the strengths are to be an innovative proposal with a service that facilitates the search for places by interconnecting the main bicycle lanes and avenues to reach their destinations quickly and safely. The market research showed that the profile of the users are men and women between 18 and 55 years old belonging to Metropolitan Lima. from socioeconomic level B and C, who use their smartphone to be able to move to different places through a navigation application. The marketing plan includes a differentiation and market penetration strategy, as well as a communication strategy. The operational plan details standards for the operation of the project in terms of service, quality. In addition, it reflects the Layout of the premises according to current regulations. The project has a viable financial plan since the recovery times are in 1.47 years in addition to having a return rate of 110%. These indicated make the investment and start-up of the project attractive. / Trabajo de investigación

The aim of my diploma thesis is to design a local through road in town Uherský Ostroh. The thesis focuses also on a new design of the width layout of the road, consecutive of walkways, creation of a common track for pedestrians and cyclist, design of parking place intended for visitors of the local hockey arena, entrances to particular houses and urban vegetation.