Orientador: Renata Cardoso Magagnin / Banca: Obede Borges Faria / Banca: Gustavo Garcia Manzato / Resumo: A bicicleta representa um modo de transporte mais sustentável além de contribuir para a melhoria da mobilidade urbana nas cidades. No entanto, muitos fatores podem influenciar positiva ou negativamente sua utilização, dentre eles destaca-se a qualidade da infraestrutura ofertada. A identificação dos elementos que podem comprometer a qualidade da infraestrutura destinada aos ciclistas permite que os gestores locais possam intervir antecipadamente e, assim, garantir maior segurança e conforto aos usuários. A partir dessa premissa, esta pesquisa tem por objetivo propor um instrumento para avaliar a qualidade de sistemas cicloviários. O instrumento foi aplicado no município de Bauru (SP), em quatro ciclovias e cinco ciclofaixas. A metodologia utilizada consistiu de realização de entrevistas aos usuários, levantamento por meio de auditoria técnica e registro fotográfico, definição do Índice de Qualidade do Sistema Cicloviário - IQSC e aplicação do instrumento. Os resultados evidenciaram que, tanto nas entrevistas quanto na auditoria técnica, aspectos relacionados às características físicas dos sistemas cicloviários foram melhor avaliados. O índice proposto é eficiente, pois permite realizar um diagnóstico de cada ciclovia e ciclofaixa e geral do sistema cicloviário, a partir de dados numéricos e mapas. Esses resultados e a ferramenta proposta podem auxiliar gestores públicos e profissionais da área na avaliação e monitoramento da qualidade da infraestrutura cicloviária, além de su... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: The bicycle represents a more sustainable mode of transport and contributes to the improvement of urban mobility in the cities. However, many factors can positively or negatively influence its use, among them the quality of the infrastructure offered. Identifying the elements that can compromise the quality of infrastructure for cyclists allows local managers to intervene in advance to ensure greater safety and comfort for users. Based on this premise, this research aims to propose an instrument to evaluate the quality of the bicycle system. The instrument was applied in the city of Bauru, SP, in four cycle paths and five cycle tracks. The methodology used consists of interviews, survey by means of technical auditing and photographic registration, definition of the quality index of the cycle system (in portuguese Índice de qualidade do sistema cicloviário - IQSC) and its application. The results showed that, on the interviews and the technical audit, aspects related to the physical characteristics of the cycle systems were better analyzed. The proposed index is efficient, since it allows performing an individual and general diagnosis of the bicycle system, based on numerical data and maps. These results and the proposed tool can help public managers and professionals in the area in the evaluation and monitoring the quality of the bicycle infrastructure, as well as subsidize the formulation of municipal public policies to improve the local bicycle infrastructure, making each r... (Complete abstract click electronic access below) / Mestre

It is estimated that over half of bicycle crashes are not reported. There are various reasons for this, such as no property damage or physical injuries sustained. In order to improve the likelihood that bicycle riders will report a crash, I have developed Urban Bike Buddy, a smartphone application which uses the internal sensors of the device to detect a crash. The application interacts with Alexa to help guide the user through the crash reporting process. The innovative features of my work are the ability to initiate communication with Alexa without user interaction. In addition, there is an intersection controller that has been connected to extra hardware that allows bicycle riders to request a crossing signal during their approach based on the speed that they are riding. These features add value to bicycle riders, and will help contribute to a safer environment for bicycle riders, automobiles, and pedestrians as well.

Background: From the perspective of what is called "vision zero" in Sweden, fatalities and injuries among bicyclists are unacceptable. Despite that, bicyclists constitutes approximately one third of all road user inpatients in Swedish hospitals, which is about the same proportion seen for drivers and passengers of motor vehicles. There are too many bicycle-related head injuries, but the risk of such traumas could be reduced considerably by the use of helmets. Bicycle helmet wearing can be increased by voluntary means, for instance by long-term community-based helmet promotion programs. However, the best effect has been achieved by combining promotion with a compulsory helmet law for all bicyclists, as has been done in Australia, New Zealand, and North America Aim: The general aim of the research underlying this dissertation was to provide further information about the need for increased bicycle helmet use in Sweden, and to determine what measures can lead to more widespread helmet wearing. The four papers included addressed two main questions: (1) What is the need for increased helmet wearing among different categories of bicyclists in Sweden? (2) Is a non-compulsory local bicycle helmet law a realistic alternative to a mandatory helmet law for all bicyclists? Materials and methods: Observational studies of helmet use by bicyclists in Sweden were conducted once a year (average n = 37,031/year) during the period 1988-2002 (paper I). The general trend in observed helmet wearing in different categories of bicyclists was analyzed by linear regression, and the results were used to predict future trends in helmet wearing. Three studies (papers II-IV) were also performed to evaluate a non-compulsory local bicycle helmet "law" in Motala municipality during the study period 1995 to 1998 (papers II-IV). This law was introduced in 1996 and applies specifically to school children (ages 6-12 years), although the intention is to increase helmet use among all bicyclists. Adoption of the law was accompanied by helmet promotion activities. In one of the studies in the evaluation, written material and in-depth interviews (n=8) were analyzed qualitatively to describe the process and structure of development of the Motala helmet law. The other two studies used a quasi-experimental design to assess the impact of the helmet law: one comprised annual observations of helmet wearing among bicyclists in Motala (average n=2,458/year) and control areas (average n=17,818/year); and the other included questionnaire data on attitudes, beliefs, and self-reported behavior of school children in Motala (n=1,277) and control areas (n=2,198). The average response rate was 72.8%. Results and discussion: There was a significant upward trend in helmet use in all categories of bicyclists from 1988 to 2002. Helmet wearing increased from 20% to 35% among children(≤ 10 years) riding bikes in their leisure time, from 5% to 33% among school children, and from 2% to 14% in adults. Total average helmet use rose from 4% to 17%. However, during the last five years of the study period (1998-2002), there was no upward trend in helmet wearing for any of the categories of bicyclists. If the historic trend in helmet use continues, the average wearing rate will be about 30% by the year 2010. The Motala helmet law was dogged by several problems, mainly during the initiation phase, and some of them led to poor rooting of the law in the schools and indistinct roles and responsibilities of the municipal actors. Despite that, the law initially led to a significant increase in helmet wearing among the primary target group (school children), from a pre-law level of 65% to about 76% six months post-law, whereas thereafter the wearing rate gradually decreased and was at the pre-law level 2 ½ years after the law was adopted. Nonetheless, a weak but significant effect on adult bicyclists remained: the pre-law level of about 2% rose to about 8% at the end of the study period. Only about 10% of bicyclists on bike paths in Motala wore helmets 2 ½ years post-law. The questionnaire study showed one significant effect on school children in Motala two years post-law, namely, a stronger intention to ride bicycles if a national compulsory helmet law was introduced. There was, however, no significant long-term influence on children's attitudes or beliefs about helmet wearing, which agrees with the results of the observational study. General conclusions: It is indeed necessary to increase bicycle helmet wearing in Sweden. Both the current average rate of helmet use and the rate predicted for the near future are far from the goal of 80% that was officially proposed by several years ago. Previous research has shown that, to achieve substantial and sustained bicycle helmet use, it is necessary to use helmet promotion in combination with a national helmet law that is compulsory and applies to all bicyclists. The present evaluation of the non-compulsory local helmet law in Motala indicated that this type of initiative is not a powerful alternative to a mandatory national helmet law. Nevertheless, much has been learned from the initiation and implementation of this local action.

No description available.

No description available.

No description available.

No description available.

The intent of this thesis is to increase local government and bicycle advocacy awareness of the importance of end of trip facilities in a transportation network, primarily bicycle parking. The research was motivated by a debate about the worthiness of bicycle parking as an advocacy objective. The thesis begins by reviewing existing end of trip facility research and projects at a national scope. Two surveys were conducted, the first identifies how advocates prioritize bicycle parking as an advocacy objective and the second determines how cyclists in New Orleans perceive bicycle parking. At the most narrow geographic scope an observation of bicycle parking patterns is completed on Magazine Street in New Orleans. The thesis finds that bicyclists desire bicycle parking and that bicycle parking facilities can mitigate chaotic bicycle parking patterns that may interfere with pedestrians. Recommendations are offered for bicycle advocates, local governments, and the City of New Orleans.

No description available.

Although China has a huge cyclist population, the cycling condition in large cities is undesirable. The problem is mainly caused by the mixed-flow of cyclists and motorist on the road. Separation of cyclists and motorist is the key to solve the problem. Based on the research of the successful examples in Europe and a PEBOSCA inventory analysis of the cycling traffic in Nanjing, a set of suggestion is proposed on how to plan the bicycle network. A bicycle network separated from motor traffic and the planning on a cycling district division is introduced. The proposal also involves the suggestion on combination between cycling and public transport, and the experience route of historical culture and the natural beauty of the landscape.