Orientador: Eduardo Kokubun / Resumo: O deslocamento ativo traz muitos benefícios tanto individuais quanto ambientais, por exemplo, redução da mortalidade, redução da pressão arterial e redução da poluição. Apesar disso, vemos que no Brasil, utiliza-se pouco esse modo de transporte quando comparado a outros países. No caso de Recife, por exemplo, 16% de viagens de bicicleta, longe dos 48% de Amsterdam. O objetivo foi analisar o padrão do deslocamento ativo da Região Metropolitana de Campinas – SP e para tal feitio foram utilizados os dados da pesquisa “Origem-Destino 2003 e 2011 da Região Metropolitana de Campinas”. Foi realizado um estudo descritivo e analítico da frequência do deslocamento ativo, fatores associados para ser ciclista ou caminhante por meio da regressão de Poisson, e uma análise descritiva de tendência temporal sobre as características das viagens ativas da RMC. Para a realização dos mesmos, foi utilizado o software Stata 12.0 (StataCorp). A amostra contou com 36.892 pessoas residentes da RMC e 66.362 viagens. Sendo encontrado uma queda entre 2003 e 2011 nas frequências dos ciclistas (2,2% - 1,6%) e suas viagens (3,5% - 2,1%), e para os caminhantes (21,9% - 17,3%) e suas viagens (35,4% - 24%). Sobre as características individuais, para os ciclistas, obteve-se que a cada 1000 habitantes 25,1 são homens, 21,1 adultos jovens e 29,8 provenientes da classe E. Nos caminhantes, a cada 1000 habitantes, 184,4 são mulheres, 367,4 crianças/adolescentes, 413,4 estudantes e 207,9 da classe E. Para os fatores ... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: Active displacement has many individual and environmental benefits, for example, reduced mortality, reduced blood pressure and reduced pollution. Nevertheless, we see that in Brazil, this mean of transport is not so used when compared to other countries. In the case of Recife, for example, 16% of bicycle trips, far from the 48% of Amsterdam. The objective was to analyze the pattern of active displacement of the Region Metropolitan of Campinas - SP and for that purpose we used data from the research “Origin-Destination 2003 and 2011 of the Region Metropolitan of Campinas”. A descriptive and analytical study of the frequency of active displacement, associated factors to be cyclist or hiker by Poisson regression, and a descriptive analysis of temporal trend on the characteristics of active CMR travel were performed. To perform them, the software Stata 12.0 (StataCorp) was used. The sample included 36,892 residents of RMC and 66,362 trips. A decline between 2003 and 2011 in the frequencies of cyclists (2.2% - 1.6%) and their trips (3.5% - 2.1%), and for hikers (21.9% - 17, 3%) and their travels (35.4% - 24%). Regarding the individual characteristics, for cyclists, it was found that every 1000 inhabitants 25.1 are men, 21.1 young adults and 29.8 from E class. In hikers, each 1000 inhabitants, 184.4 are women, 367.4 children / adolescents, 413.4 students and 207.9 of E class. For the associated factors the discoveries were that lower economic class and male gender are associated wi... (Complete abstract click electronic access below) / Mestre

Cross-country (XC) mountain bike (MTB) riding is a new cycling discipline and research examining the physiological demands of MTB racing is limited. The purpose of this study was to comprehensively measure physiological characteristics, to identify the performance demands of XC and time trial (TT) MTB racing and to simulate a field MTB race in the laboratory to measure the physiological responses associated with racing. Twelve male and four female elite MTB cyclists volunteered to take part in this study. Subjects completed maximal aerobic power and, anaerobic power and capacity tests. MTB race data was collected during TT and XC competitions with SRM MTB power cranks fitted to the subjects MTB. Five male MTB cyclists (V . O2max 72.0 +/- 4.6 ml/kg/min-1, maximum power output (MPO) 5.40 +/- 0.30 W/kg-1, maximum heart rate (HRmax) 189 +/- 7 bpm) performed two laps of a MTB course in the field using their race bikes with MTB SRM power cranks fitted. A laboratory MTB race simulation was performed using a wind braked ergometer. Cyclists attempted to match the average and peak power output (W/kg-1) achieved in the field trial in the laboratory. Power output (PO), heart rate (HR) and cadence (revolutions per minute, rpm) were measured during field and laboratory trials, while oxygen uptake (V . O2) was determined only during the laboratory simulation. Results showed TT MTB racing is significantly shorter in duration and distance than XC racing and significantly higher for power output and heart rate, with more time spent above anaerobic threshold (16.0 +/- 2.4 and 22.8 +/- 4.3% time) and MPO (38.4 +/- 5.2 and 26.5 +/- 9.4% time) than XC racing (p<0.05). Mean power output and heart rate between the field and laboratory trials were similar (4.18 +/- 0.55 and 4.17 +/- 0.15 W/kg-1 respectively, 175 +/- 9 and 170 +/- 8 bpm). Time spent below 2 W/kg-1 and above 6 W/kg-1 for the field and laboratory trials accounted for ~32% and ~30% of the total time, respectively. During field and laboratory trials, cyclists utilised 77.8 and 77.3% of MPO, 93 and 90% of HRmax, respectively. There was a significant difference between mean cadence in the field and laboratory trials (60.3 +/- 9.1 and 75.2 +/- 7.0 rpm, respectively, p<0.05). The cadence band of 60-69 rpm showed a significant difference between the time spent in that band from the field (14.6%) to the laboratory (4.6%). The time spent above a cadence of 80 rpm in the field was 29.8% compared to the laboratory at 62.0% of the time. Mean and peak V . O2 for the simulation was 57.5 +/- 3.3 and 69.3 +/- 4.4 ml/kg-1/min-1 respectively, with cyclists sustaining an average of ~80% V . O2max. In summary, MTB competition requires multiple short-high intensity efforts and places high demands on both the aerobic and anaerobic energy systems. The power output and heart rate responses to a MTB field race are similar when simulated in the laboratory, although in the laboratory higher cadences are selected for the higher power outputs than the field.

The study proposes an application of Talens (2003) methodological framework for assessing neighbourhood-level (i.e., non-motorised mode) accessibility, and offers recommendations for improving non-motorized transportation (NMT) accessibility to enhance multimodal integration between bicycles and buses in contemporary North American suburban neighbourhoods. Accessibility (or access) is defined as the average travel time or distance between a given origin and destination along the shortest available street network route. The study considers characteristics of the transportation network such as available route directness, facilities, and transit service provision to determine their impacts on bicycle access. A further methodology for comparing bicycle versus bus modal efficiencies within suburban contexts is developed and applied to the case study. A review of approaches designed to promote bicycling while discouraging personal automobile use provides a toolbox of proven treatments that are applied to a case study of Saskatoon, Saskatchewan a city of approximately 200,000 people. The approach provides a process that can be used by city or transit planners to identify neighbourhoods that lack sufficient access and apply treatments that improve bicycle accessibility and bicycle-transit integration. Results suggest existing potential for the bicycle as an access mode within contemporary suburban neighbourhood transportation networks. The case study supports the notion that suburban bicycle-bus integration could be used as a viable alternative to automobiles for daily home-to-node activity trips, and raises questions about the current allocation of public transit service to suburban routes within the context of the case study. Discussion and conclusions suggest directions for future research in this field of sustainable urban transportation planning.

The study proposes an application of Talens (2003) methodological framework for assessing neighbourhood-level (i.e., non-motorised mode) accessibility, and offers recommendations for improving non-motorized transportation (NMT) accessibility to enhance multimodal integration between bicycles and buses in contemporary North American suburban neighbourhoods. Accessibility (or access) is defined as the average travel time or distance between a given origin and destination along the shortest available street network route. The study considers characteristics of the transportation network such as available route directness, facilities, and transit service provision to determine their impacts on bicycle access. A further methodology for comparing bicycle versus bus modal efficiencies within suburban contexts is developed and applied to the case study. A review of approaches designed to promote bicycling while discouraging personal automobile use provides a toolbox of proven treatments that are applied to a case study of Saskatoon, Saskatchewan a city of approximately 200,000 people. The approach provides a process that can be used by city or transit planners to identify neighbourhoods that lack sufficient access and apply treatments that improve bicycle accessibility and bicycle-transit integration. Results suggest existing potential for the bicycle as an access mode within contemporary suburban neighbourhood transportation networks. The case study supports the notion that suburban bicycle-bus integration could be used as a viable alternative to automobiles for daily home-to-node activity trips, and raises questions about the current allocation of public transit service to suburban routes within the context of the case study. Discussion and conclusions suggest directions for future research in this field of sustainable urban transportation planning.

Šiauliuose esanti Akcinė bendrovė Baltik Vairas maždaug 95% pagamintų dviračių eksportuoja¬ - apie 70% procentų produkcijos parduodama Vokietijoje, kita dalis – Skandinavijos šalyse , Estijoje, Latvijoje, Rusijoje [1], todėl, norint išsilaikyti rinkoje, reikia pastoviai tobulinti gaminių kokybę. Šiaulių universiteto Technologijos fakultete veikiančiame Technologiniam bandymų centre (TBC) nuolat vykdomi gamybiniai – technologiniai bandymai, matavimai ir tyrimai pagal Baltik Vairas užsakymus. Šių vykdomų bandymų bei matavimų patikimumas ir tikslumas svarbūs Baltik Vaire gaminamų dviračių kokybei. / The theme of Master project of mechanical engineer is actual for the stock company „Baltik vairas“ produced bicycle frames strength and rigidity analysis. To solve strength problems in Technological test center are making static and dynamic bicycle tests. After results analysis, suggested more correctly and trusty testing method for measuring strain and stress, by using strain gages, Spider8 amplifier controlling by Catman software. In project analyzed principle of this system. Using Spider system made experimental testing of bicycle frame, introduced about testing method and given result analysis.

As cities have become increasingly motivated to be more sustainable, transport cycling has become integral in these plans. Boston is one such city enthusiastic about bicycle transportation. I take a socio-discursive approach to an investigation of transport cycling integration in Boston, MA. First, I explore the historical processes leading to the appearance of bike lanes on U.S. city streets. Next, I investigate how bike lanes are entwined in cycling safety—both in the discursive and embodied dimensions. What begins as a concern of the physical body leads to ideals of legitimacy and inclusivity, of which the bike lane has become a key symbol and act of these imaginings. Third, I tease out how this logic of cycling safety qua inclusivity becomes one that employs a rightsbased notion of social justice in which legitimacy, and ultimately safety, is garnered through becoming intelligible, or visible, as cycling subjects. Finally, I depart from a liberal democratic notion of social justice and make a case for understanding how bike lanes work through the lens of what Foucault terms “security.” I explore how we can view bikeways discourse as a technology of power that can be mobilized to transform social interaction in the city.

Dviračių stabdžių bandymo stendas yra skirtas, nustatyti įtvirtinto dviračio stabdžių efektyvumui. Jų veikimą esant skirtingomis oro sąlygomis (lietus, purvas ir t.t.). Dviračio slydimo atstumui ir stabdant stabdančiūjų dalių susidevėjimui. Šis stendą modernizuojame pritaikant greičio matuoklį, kuris nustato besisukančio (bandomojo dviračio) rato greitį. Įrenginys gaminamas iš paprastų medžiagų, kurias būtų galima nusipirkti metalu prekiaujančiose įmonėse. Standartinius gaminius (tokius kaip guoiai, holo davikliai ir t.t.) taipogi galima įsigyti specializuotuose parduotuvėse. Būtent gaminamoms detalėms naudojamos medžiagos – plienas C45, konstrukcinis plienas S235, kaprolonas. Įrenginio gamybai nereikia didelio kiekio medžiagų, taigi medžiagos bus naudojamos iš likučių esančių gamyklos sandelyje. Reikės suprojektuoti ir pagaminti, stabdžių bandymo stendui, besisukančio rato greičio matuokį, kuris bandymu metu leis nustatyti bandomojo dviračio besisukančio rato greitį. Ratukas yra pristumiamas, prie bandomojo rato, 400N jėga. Pagal gautus skaičiavimus skersinė jėga ašelę veikia – 128 N jėga, o lenkimo momentas tik 4 N/m, tai nesukels konstrukcijoje jokių žymių deformacijų. Dviračių stabdžių stendo modernizacija reikalinga – dėl to, kad bandymų stendas naudojamas, bandymų centre, kuriame tikrinama naujų gaminių kokybė. Šie bandymai turi atitikti standartus, o standartai reikalauja... [toliau žr. visą tekstą] / The theme of this bachelor project of Mechanical Engineering is contemporary, i.e. about the latest technology in modern industry, where everything is fully computerized and systematized. In this bachelor project we analyze the modernization of bicycle brake stand. The main purpose of this technical modernization is to create and adapt a device which measures the speed of spinning wheel of trial bike. As the brake stand is used for investigational purposes, during the tests, we have to follow standards (LST 14766) which we use to create design of the device. The device is designed to be an open, easily accessible place. Freely access was necessary in order to connect the device to a computer, which treated the information and performed calculations. In this project, we will examine several different options for analysis. After selecting the optimal one, we will try to perform technical calculations. Economical analysis showed that manufacturing, i.e. from designing to final product, will take long approximately about seven days. Total manufacturing costs to produce two speed meter devices would be 3386, 92 Lt. Cost of single device – 1693, 46 Lt. The product price can change depending on product standards and designing time.

x, 61 p. A print copy of this thesis is available through the UO Libraries. Search the library catalog for the location and call number. / Around the world, active transportation is looked at as one solution to problems presented by climate change, epidemic obesity, rising fuel prices, and crippling traffic congestion. In 2008, the University of Oregon launched the Bike Loan Program as an effort to address these issues. Because those interested in participating in the Bike Loan Program were randomly selected based on bicycle size availability, those who were not chosen acted as a perfect control group. This study evaluates the impacts of the Bike Loan Program on participants vis-a.-vis non-participants, and seeks to determine if those participating do ride bikes more often than non-participants. This study will also show what modes of transportation are being replaced by bike trips when a person participates in the Bike Loan Program. Finally, this study also shows if there are changes in attitudes or perceptions about transportation resulting from participation in the program. / Committee in Charge: Dr. Neil Bania; Dr. Marc Schlossberg; David Roth

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