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This dissertation contains a comprehensive analysis of both non-coupled and mutually coupled switched reluctance motors with concentrated windings for an electric bicycle traction application. Multiple pole configurations are analyzed and compared for each motor type. Includes magnetic design, thermal analysis, and structural analysis. A prototype is designed, manufactured, and validated. / This thesis discusses the design of both a conventional non-coupled switched reluctance motor (CSRM) and a mutually-coupled SRM (MCSRM) for an exterior rotor e-bike application. Several novel pole configurations were analyzed for each machine type, and the performance of the final CSRM and MCSRM designs were compared for this application. A commercially available e-bike permanent magnet synchronous motor (PMSM) was purchased, reverse engineered, and validated to define the geometry constraints and performance targets for the designs. Since switched reluctance motors do not use rare-earth permanent magnets, they are often seen as a potential low-cost alternative to permanent magnet machines. The goal of this research is to explain the relative advantages of CSRMs and MCSRMs when compared to PMSM machines for a direct-drive e-bike application. The final CSRM and MCSRM designs are analyzed in detail; electromagnetic, controls, thermal, and structural considerations are all studied. A prototype of the final CSRM design was manufactured and validated experimentally, using a dynamometer setup. The finalized CSRM design is shown to be competitive with the PMSM machine when considering torque output, and is superior in terms of peak efficiency, and high speed torque performance. However, the CSRM noise output and torque ripple were not compared to the PMSM, and a less-common asymmetric-bridge converter is required for the CSRM, which may hinder the ability for the machine to be implemented into existing e-bike packages. The high speed torque performance of the MCSRM is shown to be inferior to both the CSRM and PMSM, as is the torque quality and efficiency. The MCSRM is shown to be highly resistant to saturation which gives it the potential for high torque output at low speed (if thermal limits are not breached), though low saturation levels also contribute to low machine power factor. The MCSRM may be better suited to lower speed, high torque applications, for this reason. / Thesis / Doctor of Philosophy (PhD) / This thesis studies the design process and analysis of two different motor types, for an electric bicycle application. They are designed to replace a commercially available permanent magnet synchronous motor (PMSM). This type of motor is typically expensive due to the rare-earth magnet material it requires. The two motors discussed in this thesis are switched reluctance motors (SRMs), which do not require magnet material, and thus have the potential to save cost (in addition to other benefits). One of the SRMs has magnetic fields that are independently controlled (CSRM), and one has fields that are controlled together to produce torque (MCSRM). The magnetics, control, thermal, and structural aspects of the CSRM and MCSRM are studied in detail. Novel geometry considerations (i.e. novel pole configurations) which impact the magnetics of each machine are compared to find the best-performing configuration for each machine type.

no / Formal modelling is essential for precisely defining, understanding and reasoning when designing complex systems, such as cyberphysical systems. In this paper we present a formal specification using Event-B and Rodin platform for a case study of a cruise control system for a hybrid propulsion vehicle and electric bicycle (e-Bike). Our work uses the EventB method, a formal approach for reliable systems specification and verification, being supported by the Rodin platform, based on theorem proving, allowing a stepwise specification process based on refinement. We also use, from the same platform, the ProB model checker for the verification of the B-Machine and iUML plug-in to visualize our model. This approach shows the benefits of using a formal modelling platform, in the context of cyberphysical systems, which provides multiple ways of analysing a system. / Romanian National Authority for Scientific Research, CNCS-UEFISCDI, project number PN-III-P4-ID-PCE-20160210.

Most of the existing bicycle flow traffic research is limited to characterizing the longitudinal motion of bicyclists based on the assumption that there is no significant differences between the dynamics of a single-file bicycle traffic and the longitudinal motion behavior of cars. This research reparametrizes an existing car-following model to describe bicycle-following and motion behavior. Furthermore, the lack of naturalistic data has limited the validation of this model. This research aims at developing a descriptive model that is capable of capturing the inherent non-lane-based traffic behavior characteristics of bicycle traffic and provides a methodology for extracting naturalistic cycling data from video feeds for use in safety and mobility applications. In this study, The Fadhloun-Rakha (FR) bicycle-following longitudinal motion model was extended through complementing it with a lateral motion strategy; thus allowing for overtaking maneuvers and lateral bicycle movements. For the most part, the following strategy of the FR model remains valid for modeling the longitudinal motion of bicycles except for the activation conditions of the collision avoidance strategy which are modified in order to allow for overtaking when possible. The proposed methodology is innovative in that it makes use of the intersection of certain pre-defined regions around the bicycles to decide on the feasibility of angular motion along with its direction and magnitude. The resulting model is the first point-mass dynamics-based model for the description of the longitudinal and lateral behavior of bicycles in both constrained and unconstrained conditions, and it is the only existing model that is sensitive to the bicyclist physical characteristics and the bicycle and roadway surface conditions given that the used longitudinal logic was previously validated against experimental cycling data. In relation to the development of the naturalistic cycling dataset, the used videos come from a dataset collected in a previous Virginia Tech Transportation Institute study in collaboration with SPIN in which continuous video data at a non-signalized intersection on the Virginia Tech campus was recorded. The research applied computer vision and machine learning techniques to develop a comprehensive framework for the extraction of naturalistic cycling trajectories. In total, this study resulted in the collection and classification of 619 bicycle trajectories based on their type of interactions with other road users. The results confirm the success of the proposed methodology in relation to extracting the locations, speeds, and accelerations of the bicycles with a high precision level. Furthermore, preliminary insights into the acceleration and speed behavior of bicyclists around motorists are determined. / Master of Science / The behavior of bicycle traffic differs from the that of cars. Bicycle traffic flow dynamics is unconstrained in lateral motion and overtaking when compared to car traffic flow. Based on this inherent behavior, existing car-following can only model the longitudinal motion of the bicycle flow traffic and it does not describe the non-lane base traffic that characterizes bicycle traffic dynamics. Furthermore, the existing experimental controlled dataset used for validating bicycle traffic flow models does not capture the naturalistic behavior of cyclists. Therefore, this research aims to develop a descriptive model that is capable of capturing the inherent non-lane-based traffic behavior characteristics of bicycle traffic and provides a methodology for extracting a naturalistic cycling data from a video dataset for use in safety and mobility applications. In this study, the Fadhloun-Rakha (FR) bicycle-following longitudinal motion model was extended through complementing it with a lateral motion strategy; thus allowing for overtaking maneuvers and lateral bicycle movements. For the most part, the following strategy of the FR model remains valid for modeling the longitudinal motion of bicycles except for the activation conditions of the collision avoidance strategy which are modified in order to allow for overtaking when possible. The proposed methodology is innovative in that it makes use of the intersection of certain pre-defined regions around the bicycles to decide on the feasibility of angular motion along with its direction and magnitude. The resulting model is the first point-mass dynamics-based model for the description of the longitudinal and lateral behavior of bicycles in both constrained and unconstrained conditions, and it is the only existing model that is sensitive to the bicyclist physical characteristics and the bicycle and roadway surface conditions given that the used longitudinal logic was previously validated against experimental cycling data. In relation to the development of the naturalistic cycling dataset, the used videos come from a dataset collected in a previous Virginia Tech Transportation Institute study in collaboration with SPIN in which continuous video data at a non-signalized intersection on the Virginia Tech campus was recorded. The research applied computer vision and machine learning techniques to develop a comprehensive framework for the extraction of naturalistic cycling trajectories. In total, this study resulted in the collection and classification of 619 bicycle trajectories based on their type of interactions with other road users. The results confirm the success of the proposed methodology in relation to extracting the locations, speeds, and accelerations of the bicycles with a high precision level. Furthermore, preliminary insights into the acceleration and speed behavior of bicyclists around motorists are determined.

Thesis (MScSportSc)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: The purpose of this qualitative-quantitative study was to describe the exercise intensity and predictors of performance of a multi-stage mountain bike (MTB) race (2014 Absa Cape Epic) lasting 8 days. Twenty-three amateur mountain bikers (age 39 ± 9 years, height 178.8 ± 8.2 cm, body mass 74.7 ± 9.1 kg, VO2max 54 ± 7 ml.kg-1.min-1) who completed the 2014 Absa Cape Epic were involved in the study. The participants were divided into two groups according to their MTB experience. The experienced group included participants who previously completed more than three 3-day multi-stage MTB events and the novices group included those who has completed less than 3-day multi-stage MTB events. Prior to the event the participants completed a maximal aerobic cycling test and a simulated 40 km time trial (TT). The maximal aerobic test was used to determine 3 work intensity zones based on heart rate (HR) corresponding to blood lactate thresholds (LT: increase in blood lactate concentration of 1 mmol.l-1 above baseline values and the onset of blood lactate accumulation (OBLA), a fixed blood lactate concentration of 4 mmol.l-1). There were no statistically significant differences in the physical, physiological and performance variables measured in the laboratory between the two groups. The exercise intensity during the Cape Epic was measured using telemetric HR monitoring sets. RPE values were noted after each stage of the race. The mean HR was 88.1 ± 5.3% (experienced) and 84.2 ± 11.0% (novices) of maximal HR during the race or 88.9 ± 3.5% (experienced) and 85.9 ± 10.6 (novices) of laboratory determined maximum HR. More time was spent in the “low” HR zone (43.1 % vs 58.5 %, respectively), while only a small amount of time was spent in the “hard” HR zone (7.4% and 6.1%, respectively). The experienced group spent statistically significantly more time in the “moderate” HR zone compared to the novices group (49.5 % vs. 35.4 %). The experienced group performed significantly better during the event compared to the novices group in both the total event time (P = 0.004) and the general classification (P = 0.01). Relative and absolute power output (PO) at OBLA (P = 0.01 and 0.02, respectively) were statistically significant predictors of total event time, while relative peak power output was a significant predictor of general classification for the event (P = 0.02) . The total TT time was a significant predictor of average event HR (P = 0.03). This study showed that this MTB stage race is physiologically very demanding and requires cyclists to have excellent endurance capacity, as well as strength and power. The parameters from the maximal aerobic capacity test correlated better with outdoor performance than parameters from the simulated 40 km TT. Therefore the standard maximal aerobic capacity test are sufficient for testing mountain bikers and sport scientists can continue using this test to prescribe exercise intensity zones for training and events. / AFRIKAANSE OPSOMMING: Die doel van hierdie kwalitatiewe-kwantitatiewe studie was om die oefeningsintensiteit en voorspellers van prestasie tydens ‘n multi-dag bergfiets kompetisie (Absa Cape Epic) van 8 dae lank te bepaal. Drie-en-twintig bergfietsryers (ouderdom 39 ± 9 jaar, lengte 178.8 ± 8.2 cm, liggaamsmassa 74.7 ± 9.1 kg, VO2maks 54 ± 7 ml.kg-1.min-1) wat die 2014 Absa Cape Epic voltooi het, het aan die studie deelgeneem. Die deelnemers is in twee groepe verdeel volgens hulle ervaring in multi-dag bergfiets kompetisies. Die ervare groep was al die deelnemers wat meer as drie 3-dae multi-dag bergfiets kompetisies voltooi het. Die onervare groep was al die deelnemers wat minder as drie 3-dag multi-dag bergfiets kompetisies voltooi het. Voor die kompetisie het al die deelnemers ‘n maksimale aërobiese toets en ‘n gesimuleerde 40 km tydtoets in die laboratorium voltooi. Die maksimale aërobiese toets is gebruik om drie werk intensiteit sones volgens die hartspoed te bepaal, naamlik die hartspoed by die laktaatdraaipunt(‘n toename in bloed [laktaat] van 1 mmol.l-1 bo die basislynwaardes) en die hartspoed by die aanvang van bloedlaktaat akkummulasie (‘n vaste bloed [laktaat] waarde van 4 mmol.l-1). Daar was geen statisties betekenisvolle verskille in die fisiese, fisiologiese en prestasie veranderlikes tussen die twee groepe nie. Die oefeningsintensiteit tydens die Cape Epic was gemeet deur gebruik te maak van hartspoedmonitors. Die RPE waardes was aan die einde van elke skof genoteer. Die gemiddelde hartspoed was 88.1 ± 5.3 % (ervare) en 84.2 ± 11.0 % (onervare) van maksimale kompetisie hartspoed, of 88.9 ± 3.5 % (ervare) en 85.9 ± 10.6 % (onervare) van die maksimale hartspoed soos in die laboratorium gemeet. Die fietsryers het meer tyd spandeer in die “lae” hartspoed sone (43.1 % vs 58.5 %, onderskeidelik), in vergelyking met die “moeilike” hartspoed sone (7.4 % vs 6.1 %, onderskeidelik). Die ervare groep het statisties betekenisvol meer tyd in die “matige” hartspoed sone spandeer (49.5 % vs. 35.4 %) in vergelyking met die onervere groep. Die ervare groep het beter presteer tydens die kompetisie vir beide totale kompetisie tyd (P = 0.004) en algehele klassifikasie (P = 0.01). Relatiewe en absolute krag by aanvang van bloed laktaat akkumulasie was statisties betekenisvolle voorspellers van totale kompetisie tyd (P = 0.01 en 0.02, onderskeidelik), terwyl maksimale krag ‘n statisties betekenisvolle voorspeller was van algehele klassifikasie in die kompetisie (P = 0.02). Die totale tydtoets tyd was ‘n statisties betekenisvolle voorspeller van gemiddelde hartspoed tydens die kompetisie. Die studie het gewys dat hierdie multi-dag bergfiets kompetisie fisiologies baie uitdagend is en dat fietsryers uistekende uithouvermoë kapasiteit, sowel as krag en plofkrag moet besit. Die veranderlikes van die maksimale aërobiese toets het beter met prestasie in die veld gekorreleer as die veranderlikes van die gesimuleerde 40 km tydtoets. Daar word dus afgelei dat die standaard maksimale aërobiese toets voldoende is vir die toetsing van bergfietsryers en sportwetenskaplikes kan aanhou om hierdie toets te gebruik om oefeningsintensiteit sones voor te skryf vir oefensessies en kompetisies.

Den här rapporten innehåller en analys av en cykelram tillverkad i träkomposit med hjälp av finita elementmetoden. En grupp studenter, utbildade inom finsnickeri, har utvecklat och tagit fram cykeln men behöver hjälp utifrån med den fortsatta utvecklingen av den.S yftet med det här arbetet är att skapa ett underlag som ligger till grund för förbättringar av cykelns geometri, genom att utvärdera nuvarande konstruktion. Underlaget skall även ligga till grund för att underlätta val av material. Materialdatan som tilldelats innehåller information om tre olika material med två olika tjocklekar, 3 och 4 mm. Då materialdatan inte tar träets fiberriktning i beaktande, har ingen hänsyn kunnat tas till att materialen egentligen är ortotropiska, vilket innebär att värdena är grova uppskattningar och vidare studier behövs för att fastställa noggrannare värden. Då uppdragsgivarna inte hade en fungerande Computer Aided Design-modell (CAD) gjordes en omkonstruktion och anpassning för att fungera med Finita Element Metoden-programmet (FEM). CAD-modellen konstruerades i Creo Parametric 3.0 och FEM-programmet som har använts är Creo Simulate.Då det inte går att simulera alla situationer som en cykel utsätts för, har fyra stycken lastfall valts ut. Lastfallen är tänkta att vara fall som inträffar relativt ofta men som även belastar cykelramen hårt, nämligen stöt i fram- och bakhjul samt cykling uppför sittandes och ståendes. Resultaten som presenteras i den här rapporten visar att nuvarande konstruktion med 3 mm tjocklek klarar de lastfall som har simulerats. Det resulterar i att tjockleken 4 mm, som är ett av alternativen, är onödigt tjock. Vidare utveckling bör instället fokusera på att välja materialstruktur utifrån önskade egenskaper. / This thesis contains an analysis of a bicycle frame made of wood composite using finite element analysis. A group of students, educated in carpentry, have developed and created a bike but needs help from third part to continue the development of it. The intention of this project is to create a basis as a foundation for future improvements on the bicycle geometry, by evaluating current construction. This basis shall also to be used when material is picked to ease the process. The material data which has been received includes information about three different materials with two variants of thickness, 3 and 4 mm. As the material data does not take fiber direction into consideration, no regard has been made to the fact that the materials actually are orthotropic, which mean further studies are required to determine more accurate values. Since the employer did not have a properly working Computer Aided Design-model (CAD), a reconstructed and adapted model to function in the Finite Element Analysis (FEA) environment was created. The CAD-model was constructed using Creo Parametric 3.0 and the FEA software used was Creo Simulate. Since it’s not possible to simulate all situations that a bicycle is exposed to, four load cases have been chosen. The load cases are intended to be situations that occur relatively often but also put the bike structure under a lot of stress, namely a bump in the front and back wheel and also climbing in and out of the saddle. The results presented in this thesis report show that the current construction with 3 mm thickness can endure the load cases without exceeding any limits. This concludes that that 4 mm thickness, which is an option, is unnecessary thick. Further development should instead be focused on choosing the proper material structure based on desired properties.

Este trabalho teve como objetivo analisar a demanda potencial para um sistema de compartilhamento de bicicletas pedelecs no campus da USP de São Carlos, com foco nos deslocamentos de estudantes entre as duas áreas do campus. Para tanto, foi elaborado um conjunto de procedimentos, que constituem duas etapas: caracterização do público-alvo e análise da demanda potencial pelas bicicletas pedelecs compartilhadas. Na primeira etapa foi aplicado um questionário, elaborado com a técnica de preferência declarada, para verificar as preferências dos usuários em relação às pedelecs compartilhadas e ao ônibus operado pela USP. Os resultados desta consulta, que envolveu variáveis de condições meteorológicas, situação de ciclovias/ciclofaixas entre as áreas do campus e lotação do ponto de ônibus USP, foram posteriormente utilizados para calibrar um modelo logit e treinar uma Rede Neural Artificial (RNA). Na segunda etapa foi elaborada uma planilha eletrônica com os dados obtidos na coleta, a fim de analisar as probabilidades de escolha da pedelec (ao invés do ônibus USP). Nesta planilha também foram utilizados dados do histórico meteorológico de São Carlos no período entre 2011 e 2015. Alguns dos resultados obtidos são destacados na sequência. A probabilidade de escolha das pedelecs é, em média, três vezes maior quando existem ciclovias/ciclofaixas (em relação à ausência da referida infraestrutura cicloviária). A ocupação do ponto de ônibus USP também é impactante, pois as probabilidades de uso da bicicleta pedelec praticamente dobram quando o ponto está cheio. No caso da meteorologia, foi constatado que as maiores probabilidades ocorrem no Outono e no Inverno, ou seja, nas épocas em que se concentram os dias mais secos e com menores temperaturas. Para o período letivo de 2011 a 2015, considerando a situação atual (isto é, sem ciclovias/ciclofaixas entre as áreas), os valores de probabilidade de uso da pedelec correspondem a 9% com o ponto vazio e 19% com o ponto cheio. Se houvesse ciclovias/ciclofaixas, a probabilidade seria de até 54%. Desse modo, a estratégia de análise desenvolvida conceitualmente, bem como implantada em planilha eletrônica, se constitui em importante ferramenta de auxílio para a condução da política de transportes que a Prefeitura do campus irá adotar para os anos futuros. Além disso, evidencia uma possível demanda potencial para um sistema com pedelecs compartilhadas. / The objective of this study was to analyze the potential demand for a pedelec sharing system at the São Carlos campus of the University of São Paulo (USP), aiming at the displacements of students between the two campus Areas. The set of procedures developed to reach the objective has involved two steps: characterization of the target audience and analysis of the potential demand for shared pedelecs. The first step was accomplished with a questionnaire designed with a stated preference approach for identifying users\' preferences regarding shared pedelecs and the bus system operated by the university. The survey results, which involved variables of weather conditions, existence of bike paths/bike lanes between the campus Areas, and occupancy rates at the USP bus stop, were subsequently used to calibrate a logit model and to develop an Artificial Neural Network (ANN). The survey data were also used in the second step of the process, in which an electronic spreadsheet was created to analyze the probabilities of choosing the pedelec alternative (instead of the bus route operated by university). The spreadsheet was also fed with meteorological data of São Carlos in the period between 2011 and 2015. Some of the obtained outcomes are highlighted in the sequence. The probability of a pedelec being chosen is almost three times higher if bike paths/bike lanes do exist than if they do not exist. The occupancy rates of the bus stop are also particularly relevant. The probability of someone choosing a pedelec nearly doubles when the bus stop is crowded. Regarding the weather conditions, the highest probabilities are observed in the Fall and Winter seasons, i. e. in the driest and coldest days. For the entire academic period comprised between 2011 and 2015, the probabilities range from 9% (empty bus stop) to 19% (full bus stop), considering the current situation (i. e. no cycleways connect the two campus Areas). In the presence of this cycling infrastructure, however, the probability goes up to 54%. Thus, the strategy of analysis conceptually developed, and made available through an electronic spreadsheet, may be an important support tool for the implementation of transport policies by the campus administration. In addition, it highlights a likely potential demand for a system of shared pedelecs.

A meta deste trabalho é propor um procedimento para identificar os fatores que influem no uso de bicicletas e apresentar a forma como estes fatores podem ser usados para avaliar e planejar a implantação de ciclovias e/ou ciclofaixas em uma área urbana. Para tanto, foi elaborado um método que consistiu, inicialmente, de obtenção de dados socioeconômicos e de viagens urbanas de locais dotados de ciclovias e/ou ciclofaixas disponíveis para a população e de contagens volumétricas de ciclistas antes e depois da implantação da infraestrutura cicloviária. Em seguida, foi realizado um experimento que consistiu de caracterização dos dados socioeconômicos, de viagens urbanas e de infraestrutura cicloviária, a partir das quais foi estimado um modelo de escolha discreta que possibilitou a identificação de fatores que influem no uso da bicicleta na RMBS e que serviu para quantificar a demanda cicloviária em pontos preestabelecidos. Através da construção de cenários antes e depois da implantação da infraestrutura cicloviária e da comparação entre contagens volumétricas de ciclistas da RMBS, realizadas em vários pontos da rede viária, e a estimação da demanda cicloviária nestes pontos usando o modelo de escolha discreta, concluiu-se que o modelo permite identificar e quantificar os fatores e a forma como eles interferem na demanda cicloviária e que, portanto, os resultados podem ser usados para avaliar e direcionar as intervenções no sistema de transportes com o intuito de facilitar o uso do modo bicicleta. / The main aim of this work is to propose a procedure to identify and quantify the factors that influence the use of bicycles and to present how these factors can be used to evaluate and plan the deployment of segregated bike lanes and/or cyclelanes in an urban area. For attaining the aims, a method was developed and consisted firstly in to obtain socioeconomic data and urban travel data in places equipped with segregated bike lanes and/or cyclelanes available to the population and with counts of cyclists before and after the implementation of cycling infrastructure. Then, an experiment was conducted which consisted of characterization of the socioeconomic data and urban trips and cycling infrastructure from which a discrete choice model was estimated that allowed the identification of factors that influence the use of bicycles in a RMBS and was used to quantify the cycling demand on predetermined points. By the construction of scenarios before and after the implementation of cycling infrastructure and the comparison between counts of cyclists in a RMBS and the estimation of cycling demand in these points using discrete choice model, the main conclusion of this work is that the model allow us to identify and quantify the factors and how they interfere in a cycling demand. Therefore the results can be used to evaluate and direct interventions in the transport system in order to facilitate use of bicycle mode.

A meta deste trabalho é propor um procedimento para identificar os fatores que influem no uso de bicicletas e apresentar a forma como estes fatores podem ser usados para avaliar e planejar a implantação de ciclovias e/ou ciclofaixas em uma área urbana. Para tanto, foi elaborado um método que consistiu, inicialmente, de obtenção de dados socioeconômicos e de viagens urbanas de locais dotados de ciclovias e/ou ciclofaixas disponíveis para a população e de contagens volumétricas de ciclistas antes e depois da implantação da infraestrutura cicloviária. Em seguida, foi realizado um experimento que consistiu de caracterização dos dados socioeconômicos, de viagens urbanas e de infraestrutura cicloviária, a partir das quais foi estimado um modelo de escolha discreta que possibilitou a identificação de fatores que influem no uso da bicicleta na RMBS e que serviu para quantificar a demanda cicloviária em pontos preestabelecidos. Através da construção de cenários antes e depois da implantação da infraestrutura cicloviária e da comparação entre contagens volumétricas de ciclistas da RMBS, realizadas em vários pontos da rede viária, e a estimação da demanda cicloviária nestes pontos usando o modelo de escolha discreta, concluiu-se que o modelo permite identificar e quantificar os fatores e a forma como eles interferem na demanda cicloviária e que, portanto, os resultados podem ser usados para avaliar e direcionar as intervenções no sistema de transportes com o intuito de facilitar o uso do modo bicicleta. / The main aim of this work is to propose a procedure to identify and quantify the factors that influence the use of bicycles and to present how these factors can be used to evaluate and plan the deployment of segregated bike lanes and/or cyclelanes in an urban area. For attaining the aims, a method was developed and consisted firstly in to obtain socioeconomic data and urban travel data in places equipped with segregated bike lanes and/or cyclelanes available to the population and with counts of cyclists before and after the implementation of cycling infrastructure. Then, an experiment was conducted which consisted of characterization of the socioeconomic data and urban trips and cycling infrastructure from which a discrete choice model was estimated that allowed the identification of factors that influence the use of bicycles in a RMBS and was used to quantify the cycling demand on predetermined points. By the construction of scenarios before and after the implementation of cycling infrastructure and the comparison between counts of cyclists in a RMBS and the estimation of cycling demand in these points using discrete choice model, the main conclusion of this work is that the model allow us to identify and quantify the factors and how they interfere in a cycling demand. Therefore the results can be used to evaluate and direct interventions in the transport system in order to facilitate use of bicycle mode.

Particulate matter is increasingly linked to health effects not only for what was previously thought to be just a respiratory problem, but also for the cardiovascular system. Literature not only supports that high particulate matter over long periods of time is correlated to morbidity and mortality due to both cardiovascular and respiratory means, but that high levels of particulate matter, even in short bursts of high concentrations, may be the triggering mechanism for the onset of such problems. Due to automobiles being a prime source of particulate matter, roadway concentrations are often higher than those measured at off-road measurement sites run by various parts of the United States Government. Furthermore, the government run sites are averaged over timescales at a minimum of an hour and at a maximum of a running three-day twenty-four hour length. These are both so long that mesoscale information about the particulate matter, such as short duration high intensity bursts, would be completely removed from the dataset. This study utilizes a real-time portable instrumentation package, which can effectively measure particulate matter concentrations on the roadways of metro Atlanta. Measurements are taken both inside the cabin of a vehicle, which does have an in-cabin filtration system, and on a bicycle ridden along the streets without any form of filtration. These instruments, specifically calibrated handheld particle counters, did indeed find some spikes of particulates above the government s one-hour averages inside the cabin of a vehicle. Arguably more importantly, while riding a bicycle these handheld particle counters also found spikes of particulates approaching six times the amount monitored by the government sites, and several roadway averages that were higher than the off-road averages for the same time.