L’exploitation forestière implique la mise en place d’un dense réseau de routes. Au Canada, 15 000 km de nouvelles routes forestières sont construites annuellement, s’ajoutant ainsi à la fragmentation causée par l’exploitation de 6 100 km2 de forêt par an. De plus, la structure de la végétation proche des routes forestières est souvent différente de celle rencontrée ailleurs, ce qui pourrait influencer les comportements d’approvisionnement de la faune et ses déplacements. Les ouvertures du couvert forestier pourraient par conséquent affecter les patrons de déplacement de la faune, mais cette conséquence est peu documentée. Nous avons évalué le comportement de déplacement de la Martre d'Amérique (Martes americana) en réponse aux lisières forestières créées par les routes et les coupes, à la Forêt Montmorency, forêt d’enseignement et de recherche de 66 km2 localisée au nord de la ville de Québec, Canada. Durant 3 hivers, 84.6 km de pistes de martre ont été suivies à raquettes et géoréférencées par GPS. La répartition des pistes de Martre d’Amérique était indépendante de la proximité des lisières de routes et de coupe. Par contre, les martres avaient tendance à se déplacer de façon parallèle aux lisières, en lien avec l’occurrence plus élevée de ses deux principales proies, l’Écureuil roux (Tamiasciurus hudsonicus) et le Lièvre d’Amérique (Lepus americanus), à proximité des lisières de routes et de coupes. Cette association entre les proies et les lisières était elle-même associée aux changements de végétation à proximité des lisières. En conclusion, des attributs de végétation des lisières pourraient expliquer à la fois le patron de distribution des proies et indirectement, les déplacements des martres. / Large-scale forestry fills boreal landscapes with roads and clearcuts. In Canada alone, 15,000 km of new forestry roads are built annually, adding to habitat fragmentation caused by the logging of 6 100 km2 of forest annually. Furthermore, vegetation near forestry roads often differs from vegetation elsewhere, and may influence animal foraging and other movements. Gaps in the forest cover may therefore affect species distribution patterns, but underlying mechanisms are unknown most of the time. We asked whether and how American marten (Martes americana) respond to forest edges adjoining roads and clearcuts at the Montmorency Research Forest, a 66-km2 area north of Quebec City, Canada. We followed 84.6 km of marten tracks by snowshoe over 3 winters, and recorded their location with high-resolution GPS receivers. The distribution of marten tracks was independent of distance to road or clearcut edges. However, martens tended to move along edges, apparently because of the higher occurrence of prey (squirrels Tamiasciurus hudsonicus and hares Lepus americanus) near clearcut and road edges. High prey abundance near edges was itself associated to vegetation differences close to edges. I conclude that edge effects on vegetation affected prey distribution, which in turn affected marten movements.

[pt] Na busca por uma energia mais sustentável e equitativa para o futuro, o uso de resíduos de biomassa de ação antrópica surge como fonte de matéria-prima para bio ou termoconversão, economicamente viável e ecologicamente sustentável. Neste sentido, macrófitas aquáticas tornam-se interessantes do ponto de vista de sua valorização a fonte de biomassa para produção de energia. Este estudo teve por objetivo a caracterização completa dos resíduos de podas de wetlands visando avaliar a potencialidade do uso dessas biomassas em processos de bio ou termoconversão. Considerou-se, para esta pesquisa, as biomassas provenientes de resíduos de podas de controle das macrófitas aquáticas Cyperus giganteus, Eichhornia crassipes e Salvinia auriculata, das wetlands de tratamento semi-terciário e terciário, de esgoto sanitário da ETE Ponte dos Leites, localizada no município de Araruama, RJ. As amostras das macrófitas foram submetidas a análises experimentais de suas propriedades físicas, químicas e térmicas, bem como estudo cinético (energia de ativação e fator pré-exponencial), a partir da análise das curvas termogravimétricas, considerando os modelos de Friedman, Kissinger e Ozawa. Além disso, uma avaliação da caracterização das biomassas foi realizada, utilizando-se a metodologia heurística de árvores de estado para propor possíveis rotas tecnológicas de conversão termoquímica e bioquímica das biomassas estudadas. Os resultados do comportamento térmico caracterizaram as biomassas como fonte de energia viável devido ao PCS variar entre 14,88 - 20,61 MJ.kg-1. As análises termogravimétricas confirmaram que as estruturas moleculares das macrófitas (Lignina: 9,99 - 26,83 por cento b.s, Celulose: 9,72 - 32,65 por cento b.s, Hemicelulose: 22,13 - 31,46 por cento b.s) afetam os mecanismos de decomposição térmica. Os rendimentos de processamento da pirólise variaram entre 71,73 por cento a 87,87 por cento, de acordo com a natureza da biomassa e diferentes taxas de aquecimento. Isso mostra a eficácia da técnica adotada na transformação dos resíduos vegetais analisados em matérias-primas para geração de energia, evidenciando o potencial energético das biomassas e confirmando a possibilidade de uso destas como matéria-prima em processos de bio e termoconversão. Com base na caracterização completa dos resíduos de podas de wetlands indica-se: combustão direta para a C. giganteus, biodigestão anaeróbia para a E. crassipes e pirólise para a S. auriculata, como rotas tecnológicas capazes de proporcionar a melhor valorização energética. / [en] In the search for a more sustainable and equitable energy energy for the future, the use of biomass residues from anthropic action arises as valuable source of raw material for bio or thermo-conversion, economically viable and ecologically sustainable. In this sense, aquatic macrophytes become interesting from the standpoint of their valorization as biomass source for energy production.The objective of this study was the fully characterization of wetlands pruning wastes in order to evaluate the use potential of these biomasses in bio or thermal-conversion processes. To this research biomasses of wastes prunning of aquatic macrophytes Cyperus giganteus, Eichhornia crassipes and Salvinia auriculata, from semi-tertiary and tertiary treatment wetlands, from sanitary sewage of the Ponte dos Leites ETP, located in Araruama, RJ, were considered. The macrophyte samples were submitted to experimental analyzes of their physical properties, chemical properties and thermal analysis, as well as a kinetic study (activation energy and pre exponencial factor), starting from the analysis of the thermogravimetric curves, considering Friedman, Kissinger and Ozawa models. Thermal behavior results characterized biomasses as a viable source of energy due to the PCS varying between 14.88 - 20.61 MJ.kg-1. Focused on the use in thermochemical and biochemical conversion processes, analyzes of the bromatological properties confirmed that the molecular structures of macrophytes (Lignin: 9.99 - 26.83 wt percent, Cellulose: 9.72 - 32.65 wt percent, Hemicellulose: 22,13 - 31.46 wt percent, depending on the species analyzed) affect the mechanisms of thermal decomposition. Pyrolysis processing yields vary from 87.87 to 71.73 percent, depending on the nature of the biomass and different heating rates. This shows the effectiveness of the technique adopted in the transformation of the analyzed vegetal residues into raw materials for energy generation, evidencing the energy potential of the biomass and, confirming the possibility of the use of these plants as raw materials in bio or thermo-conversion processes. Based on the fully characterization of wetland pruning wastes, the technological routes capable of providing the best energy recovery were: the direct combustion route for C. giganteus, anaerobic biodigestion for E. crassipes and pyrolysis for S. auriculata.

Dans la littérature académique et professionnelle relative au transport de marchandise, il y a longtemps que les méthodes de planification avancées ont été identifiées comme un moyen de dégager des économies grâce à une efficacité accrue des opérations de transport. Plus récemment, la collaboration interentreprises dans la planification du transport a été étudiée comme une source de gain supplémentaire en efficacité et, par conséquent, une opportunité pour dégager de nouvelles économies pour les collaborateurs. Cependant, la mise en œuvre d'une collaboration interentreprises en transports soulève un certain nombre d'enjeux. Cette thèse aborde trois thèmes centraux de la collaboration interentreprises et démontre les contributions via des études de cas dans l'industrie forestière et du meuble. Premièrement, les moyens technologiques pour soutenir une collaboration en planification du transport sont étudiés. Un système d'aide à la décision supportant la collaboration en transport forestier est présenté. Deuxièmement, le partage entre les collaborateurs du coût commun en transport est étudié. Une méthode de répartition du coût de transport tenant compte de l'impact - l'augmentation du coût de transport - des exigences inégales entre des collaborateurs est proposée. Troisièmement, la création de groupes collaboratifs - des coalitions - dans un ensemble de collaborateurs potentiel est étudiée. Un modèle réseau pour la formation d'une coalition selon les intérêts d'un sous-ensemble de collaborateurs adoptant ou pas un comportement opportuniste est détaillé. De plus, pour soutenir l'étude des thèmes précédents, la thèse comprend deux revues de la littérature. Premièrement, une revue sur les méthodes de planification et les systèmes d'aide à la décision en transport forestier est présenté. Deuxièmement, à travers la proposition d'un cadre pour créer et gérer une collaboration en transport et, plus généralement en logistique, une revue de travaux sur le transport et la logistique collaborative est offerte. / In the academic and professional literature on freight transportation, computer-based planning methods have a long time ago been identified as a means to achieve cost reduction through enhanced transportation operations efficiency. More recently, inter-firm collaboration in transportation planning has been investigated as a means to provide further gains in efficiency and, in turn, to achieve additional cost reduction for the collaborators. However, implementation of inter-firm collaboration in transportation raises a number of issues. This thesis addresses three central themes in inter-firm collaboration and exemplifies the contributions in case studies involving collaboration in furniture and forest transportation. First, technological means to enable collaboration in transportation planning are studied. Embedding a computer-based planning method for truck routing, a decision support system enabling collaborative transportation is presented. Second, sharing the common transportation cost among collaborators is studied. A cost allocation method taking into account the impact - an increase of the transportation cost - of uneven requirements among collaborators is proposed. Third, building collaborating groups (i.e. coalitions) among a set of potential collaborators is studied. A network model for coalition formation by a subset of self-interested collaborators adopting or not an opportunistic behaviour is detailed. Moreover, to support the study of the aforementioned themes, the thesis includes two literature reviews. First, a survey on planning methods and decision support systems for vehicle routing problem in forest transportation is presented. Second, through the proposition of a framework for building and managing collaboration in transportation and, more generally in logistics, a survey of works on collaborative transportation and logistics is given.

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / Huston Gibson / Studies have shown that, since the early 1980s, the prevalence of overweight children and youth in the U.S. has tripled from approximately five to 16 percent of the population. Simultaneously, fewer and fewer children have been walking and cycling to school. Children—especially those aged 10 to 15 years—have some of the highest per capita traffic-related bicycle fatality and injury rates. While bicycle organizations, states and communities across the country have developed a variety of education programs independently and cooperatively with the National Safe Routes to School program, there is a lack of evaluation of the impact on bicycle safety, of different programs in different contexts, and of whether educational interventions reduce the risk of crashes and injuries. This study evaluated the effectiveness of Safe Routes to School programs with in-school bicycle education at reducing the crash rate and improving the safety of children and youth cyclists. The causal-comparative research design utilized bicycle mode share data collected from the National Center for Safe Routes to School for five existing programs—Boulder Valley School District Safe Routes to School, Eugene-Springfield Safe Routes to School, Safe Routes Philly, Portland Safe Routes to School, and Marin County Safe Routes to School—and crash data before and after program implementation for those respective communities. The crash assessment revealed a decreasing trend in crashes involving children and youth cyclists around treatment schools in the Eugene, OR and Philadelphia, PA program study areas, and at the aggregate level across program areas; but, this trend was not statistically significant when compared to the change in crashes around control schools in a quasi-experimental analysis. Nevertheless, the increase in students cycling to and from school reported by all but one of the programs, and the increase in exposure to crash risk as a result, indicated that the Safe Routes to School programs did not cause a decrease in the safety of student cyclists. Additional rigorous evaluations are needed utilizing randomized controlled design to maximize the reliability of reported findings and to aid decisions about where to invest resources in community-based approaches to injury prevention for cyclists.

published_or_final_version / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

Migratory birds, some small and light weight as matchboxes, engage in seasonal inter-continental journeys in order to take advantage of the long summer days and abundance of food at northern latitudes to breed and raise their young, and then escape the harsh winters by migrating to lower latitudes. This thesis deals with two important aspects of migration, the routes taken during migration and the birds’ behaviour at stopovers. The migratory routes are for many species unknown, whole or in part, and this is especially true for species that migrate nocturnally. At stopovers birds replenish fuel reserves that powers migratory flight, and studying how birds utilise stopovers is important in order to understand how migration is organised. In this thesis I have used modern tracking technology to study both continental wide movements of thrush nightingales (Luscinia luscinia) and common rosefinches (Carpodacus erythrinus) using small light-level geolocators, and smaller scale movements at a single stopover site of garden warblers (Sylvia borin) using miniature radio-transmitters. I have also studied the fuelling behaviour of garden warblers during autumn migration in the field and in the lab, and great reed warblers (Acrocephalus arundinaceus) at a stopover site on Crete during spring migration after the Sahara crossing. The thesis discusses the significance of several aspects of migration shown by the birds that would have been very difficult to detect without the aid of modern tracking technology, such as loop migration, prolonged stops during migration, multiple wintering sites, and nocturnal relocations at stopover sites. Studies carried out at stopover sites also show that garden warblers and great reed warblers can attain large fuel loads even at sites where they have no barrier to cross and this might be a result of good foraging conditions. The thesis also highlights the importance of combining different techniques when studying stopover behaviour to get reliable estimates on stopover durations and fuel deposition rates as well as the importance of choosing sites preferred by birds when planning stopover studies. / <p>At the time of the doctoral defense, the following papers were unpublished and had a status as follows: Paper 4: Manuscript. Paper 5: Manuscript.</p>

Title: Safety measures for hiking and cycling Objectives: The objective of this work is consistent and understandable description of the safety measures for hiking and cycling. Methods: The diploma thesis in the theoretical style is focused on searching for available sources and the research upon them, comparing of the sources and description of hiking and cycling, and listing the safety measures as well. Results: It was found that in selected works of Czech and foreign authors is sufficiently elaborated safety theme for tourism. The work describes hiking in adverse conditions behavior in nature and the recommended procedure for emergency situations. In works devoted to cycling is also carefully prepared technique bike riding, bike repair and care of him and recommendations for cycling gear. Furthermore, it was found that the cyclist applies rules to be respected, because the work contains a description of the rules and instructions on how to behave on the road and traffic. In work is also included historical development of both types of tourism, as well as the division between tourism and the inclusion of sport and physical activity universally. Keywords: tourism, tourist, cycling, routes, tourist signs, first aid

Neste trabalho, realiza-se o estudo das letras ramistas [j] e [v] e de suas variantes [i], [y] e [u] em dois roteiros de viagem lavrados no século XVIII. Para tanto, faz-se uma recolha exaustiva e minuciosa em ambos os manuscritos e há também um mapa que ilustra o tema dos documentos. Gramáticas e ortografias dos séculos XVI, XVII e XVIII foram consultadas e demonstra em que medida o emprego das letras [i], [y], [j], [u] e [v] segue ou não a norma apresentada. A vida e obra de Pierre de la Ramée são abordadas de modo sintético, para que se conheça o contexto de diferenciação das ramistas, [j] e [v] de [i] e [u]. No capítulo dedicado à toponímia, pretende-se analisar como se comportam as ramistas e suas variantes em geral; além de um grafema especial, um tipo de [y] com a cauda cortada: [y], cuja referência fonética e semântica traduz-se, em tupi, no vocábulo água. A análise de dois textos com proximidade temática e cronológica e punhos diferentes deixa entrever hábitos freqüentes de uma determinada época da história da escrita e revela tendências no uso das ramistas e suas variantes. É possível constatar que a preferência no uso desta ou daquela letra dá-se muito mais por idiossincrasias dos autores do que por respeito à normatização imposta pelas gramáticas a eles contemporâneas. / The object of this investigation is the research of the ramist letters [j] and [v] and its differences [i], [y] and [u] made in two travel routes in the century XVIII. Therefore, it is made a very detailed and exhausted selection of both handwritings and there is a map which illustrates the title of the documents. It is also studied grammar books used in centuries XVI, XVII and XVIII and they show whenever the use of [i], [y], [j], [u] and [v] took place in standard grammar. The bibliography of Pierre de la Rameé is used shortly, only to recognize the context of differences in the ramist letters [j] and [v] of [i] and [u]. In the chapter dedicated to toponym, the intention is to analyze the behavior of ramist and its variability in general. It is seen a special writing, a kind of [y] with a dash in the tail like [y], whose phonetic reference and semantic is translated, in tupi, in the word water. The analysis of both texts are close in chronologic and thematic aspects but different treats permit different and frequent manners of a certain time in writing history and reveal some tendencies in the use of ramist writing and its possible for this or that letter is taken by much more for author\'s idiosyncrasies than the normatization imposed by grammar books at that age.

Charybdis hellerii (A. Milne-Edwards, 1867), espécie de siri nativa do Indo-Oeste Pacífico, dispersou-se para o mar Mediterrâneo com a abertura do canal de Suez. Em 1987, foi registrada pela primeira vez no Atlântico Ocidental, onde populações estabelecidas são reconhecidas dos EUA ao sul do Brasil. Acredita-se que sua introdução no continente americano teria ocorrido por meio de água de lastro de navios provenientes do mar Mediterrâneo. Por meio de análises moleculares utilizando-se três marcadores genéticos (um nuclear, H3, e dois mitocondriais, COI e 16S rDNA), de forma integrada à morfologia comparativa, realizou-se uma investigação do status taxonômico de C. hellerii e dos aspectos relacionados ao seu histórico de introdução. Para este último fim, objetivou-se: (1) o reconhecimento de regiões de origem e rotas de introdução; (2) a detecção ou não de gargalo genético e (3) de introduções múltiplas. A validade de C. hellerii como uma única entidade foi corroborada por alguns resultados: 100% de similaridade no marcador nuclear; monofilia de C. hellerii nos filogramas construídos com diversas espécies de Thalamitinae; divergência genética intraespecífica (COI - 0 a 4,2% e 16S rDNA - 0 a 0,9%) inferior à interespecífica esperada (COI - 6,2 a 21,5% e 16S rDNA - 3,9 a 15,2%) e total similaridade genética entre indivíduos com características morfológicas distintas. Estruturação genética e morfométrica foi detectada nas localidades nativas (+ mar Mediterrâneo), evidenciando dois grupos: Índico oeste + mar Mediterrâneo e Índico leste + Pacífico. A AMOVA para COI mostrou que 38,739% da diversidade encontrada está entre esses dois grupos (ct = 0,38, p = 0,00). A diferenciação genética entre o Índico e o Pacifico é recorrentemente associada a baixas do nível no mar na conexão entre estes oceanos no Pleistoceno. Essa estruturação nas áreas de origem foi fundamental para a detecção de introduções múltiplas na costa americana. A maior parte dos indivíduos da América se agrupou com o Índico oeste + mar Mediterrâneo, suportando o mar Mediterrâneo como a principal origem das populações americanas. No entanto, o agrupamento de espécimes do sul do Brasil com o grupo Índico leste + Pacífico também revelou introduções provenientes dessa região. Um grupo geneticamente distinto detectado na costa americana e geneticamente mais próximo do Índico leste + Pacífico sugere introdução proveniente de uma localidade não amostrada nas áreas de origem. Para ambos os marcadores mitocondriais, os valores de diversidade haplotípica nas áreas exóticas foram comparáveis aos das de origem e a diversidade nucleotídica foi predominantemente superior nas primeiras em relação às segundas. Estes resultados estão possivelmente relacionados à ocorrência de introduções múltiplas de áreas geneticamente distintas. Dos haplótipos de COI detectados no agrupamento Índico oeste + mar Mediterrâneo, apenas dois não foram encontrados nas populações americanas, sugerindo a não ocorrência de um gargalo genético expressivo. Para a introdução proveniente do Índico oeste + Pacífico, gargalo genético significativo possivelmente ocorreu, uma vez que dos 22 haplótipos encontrados nos 40 espécimes do agrupamento Índico leste + Pacífico, apenas três foram encontrados em quatro dos 87 indivíduos amostrados na América. Por fim, análises moleculares e morfológicas demonstraram que Charybdis variegata, espécies congênere recentemente registrada como uma nova espécie exótica na América, consiste na realidade em mais um exemplar de C. hellerii. / Charybdis hellerii (A. Milne-Edwards, 1867), an invasive swimming crab species native to the Indo-West Pacific, dispersed to the Mediterranean Sea via Suez Canal. In 1987, it was first reported to the western Atlantic, where self-maintaining populations are currently found from the USA to southern Brazil. It is suggested that animals were transported to America in their larval stages through ballast water from ships probably loaded at Mediterranean ports. An integrative approach of morphological and molecular analyses using three molecular markers (one nuclear, H3 and two mitochondrial, COI and 16S rDNA) was performed in order to check the taxonomic status of C. hellerii and investigate its introduction history. For the latter purpose, this study aimed: (1) to track potential sources, routes of introduction, (2) assess the occurrence or not of multiple introductions and (3) of genetic bottlenecks. C. hellerii was confirmed as a single entity according to the following results: 100% of similarity for the nuclear marker; monophyly of C. hellerii clade in the phylograms including several species of the subfamily Thalamitinae; intraspecific genetic diversity (COI - 0 to 4.2% and 16S rDNA - 0 to 0.9%) inferior to interspecific value expected for the studied loci (COI - 6.2 to 21.5% and 16S rDNA - 3.9 a 15.2%) and total genetic similarity of individuals with different morphological traits. Genetic and morphometric structure was detected in C. hellerii native range (and the Mediterranean Sea), showing two groups: Western Indian Ocean + Mediterranean Sea and Eastern Indian + Pacific Oceans. The AMOVA results for COI revealed that 38.739% of variation was between both groups (ct = 0.38, p = 0.00). This genetic break between the Pacific and Indian Oceans is constantly associated with sea level fluctuations in the connection between both Oceans during the Pleistocene glaciation events. This genetic structure allowed the detection of independent introduction events along the American coast. As most animals from this exotic range were clustered with the Western Indian Ocean + Mediterranean Sea group, the Mediterranean populations were supported as the main source of the American ones. However, the cluster of animals from the southern Brazil with the Eastern Indian + Pacific Oceans group indicated that introductions from these native regions might also have occurred. A third group found solely in the American range and genetically related to Eastern Indian + Pacific also suggested introductions from an unsampled locality of native range. The haplotype diversities of American localities were comparable to those of source ones, whereas the nucleotide diversities were predominantly higher in the non-native localities. These diversity indexes results might be related to the occurrence of multiple introductions from genetic distinct areas. Among all haplotypes of the Indian Ocean + Mediterranean Sea cluster, only two were not found in America, what suggests no expressive bottleneck in the introduction from this source. However, a genetic bottleneck might explain the low number of equal haplotypes between the Eastern Indian + Pacific Ocean cluster and the Atlantic range. Only three haplotypes were detected in four specimens out of 87 collected in American localities in comparison to 22 found in the native group. In addition, the molecular and morphological analyses confirmed that a congeneric species, Charybdis variegata, recently recorded on the American coast, is actually another C. hellerii specimen.

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.