Volumen 13, Número 4, Octubre- Diciembre, 2025, Páginas 167 al 181-68580-44577000DOI: https://doi.org/10.37787/kvbyrn77ARTÍCULO DE REVISIÓN5769610715010Integración de ciclovías y señalización vial urbana sostenible: una revisión de literatura Integration of bike lanes and sustainable urban road signage: a literature reviewLlatas, E.1, Rojas, R.2 Bautista, Y.3, Zuta, R.4, Piedra, J.5 y Arce, N. 6RESUMENEsta revisión sistemática sintetiza el conocimiento actual sobre la integración efectiva entre ciclovías y señalización vial sostenible. Tras analizar 50 estudios académicos y casos de implementación en diversos contextos urbanos, se identificó que el éxito de estas intervenciones de movilidad no depende exclusivamente de su construcción física, sino de una planificación general que considere múltiples dimensiones. Los resultados demuestran consistentemente que factores como la calidad duradera de la infraestructura, una señalización clara e intuitiva, y especialmente la percepción de seguridad por parte de los usuarios son determinantes cruciales para lograr una aceptación ciudadana y un uso sostenido. La evidencia recopilada permite concluir que es fundamental superar el enfoque tradicional centrado únicamente en la implementación física, avanzando hacia modelos que integren diseño urbano consciente, tecnologías inteligentes de gestión del tráfico y procesos de participación social. Esta aproximación integral resulta clave no solo para la funcionalidad inmediata de las ciclovías, sino para su sostenibilidad a largo plazo como componentes vitales de sistemas de movilidad urbana más saludables, inclusivos y ambientalmente responsables.Palabras clave: Ciclovías; Señalización Vial; Movilidad Sostenible; Diseño Urbano.ABSTRACTThis systematic review synthesizes current knowledge on the effective integration of bike lanes and sustainable road signage. After analyzing 50 academic studies and implementation cases in various urban contexts, it was identified that the success of these mobility interventions does not depend exclusively on their physical construction, but rather on overall planning that considers multiple dimensions. The results consistently show that factors such as the durable quality of the infrastructure, clear and intuitive signage, and especially users' perception of safety are crucial determinants for achieving public acceptance and sustained use. The evidence gathered leads to the conclusion that it is essential to move beyond the traditional approach focused solely on physical implementation, advancing toward models that integrate conscious urban design, smart traffic management technologies, and social participation processes. This comprehensive approach is key not only to the immediate functionality of bike lanes, but also to their long-term sustainability as vital components of healthier, more inclusive, and environmentally responsible urban mobility systems.Keywords: Bike lanes; Road signage; Sustainable mobility; Urban design.* Autor para correspondencia76200273051 Universidad Nacional de Jaén, Perú.Email:erick.llatas@est.unj.edu.pe,rony.rojas@est.unj.edu.pe, yhan.bautista@est.unj.edu.pe, roly.zuta@est.unj.edu.pe, jpiedrat@unj.edu.pe, nilthon_arce@unj.edu.peINTRODUCCIÓNLa movilidad urbana sostenible se ha convertido en un eje central de las políticas públicas contemporáneas, especialmente en contextos de rápida urbanización y creciente conciencia ambiental. La implementación de ciclovías surge como una estrategia clave para promover modos de transporte no motorizados, reducir emisiones de carbono y mejorar la calidad de vida en entornos urbanos (Ferraz et al., 2025)Dentro de este proceso, la señalización vial constituye un elemento articulador esencial que no solo organiza los flujos de tránsito y previene conflictos entre peatones, ciclistas, vehículos motorizados y usuarios de micromovilidad, sino que también fortalece la seguridad vial y la percepción de confianza en la infraestructura. Estudios recientes destacan que la correcta disposición de señales, pictogramas y semaforización inteligente puede incidir directamente en la reducción de accidentes y en la aceptación social de nuevas infraestructuras urbanas (Hassanpour & Bigazzi, 2025).La relevancia de este tema se enmarca en los Objetivos de Desarrollo Sostenible (ODS), particularmente el ODS 11, que aboga por ciudades inclusivas, seguras, resilientes y sostenibles. Diversos estudios, como el de (Quiroz Campas et al., 2020), han explorado la percepción ciudadana sobre la movilidad en bicicleta, encontrando que factores como la seguridad, la utilidad percibida y la confianza en la gestión institucional son determinantes para la aceptación de estas infraestructuras. No obstante, investigaciones como la de (Vizcarra Silvestre et al., 2024), en Tacna, Perú, revelan una brecha significativa entre la implementación de ciclovías y la satisfacción de los usuarios, atribuyendo el fracaso a la baja calidad de los materiales, la falta de seguridad básica y una planificación breve desconectada de la participación ciudadana y profesional.54864001967865 1680 168Esta revisión de literatura busca sintetizar el conocimiento actual sobre la incorporación del diseño de ciclovías y los sistemas de señalización vial urbana, identificando buenas prácticas, lecciones aprendidas y desafíos persistentes. El propósito es proporcionar un marco de referencia que sirva como base para futuras intervenciones urbanas que aspiren a ser no solo físicamente implementadas, sino también socialmente aceptadas, técnicamente saludables y sostenibles en el tiempo. La principal limitación de este trabajo radica en su naturaleza documental, al basarse en la revisión de literatura existente sin generar datos empíricos.MATERIALES Y MÉTODOSEste estudio se desarrolló bajo un enfoque cualitativo de tipo revisión sistemática de literatura (Page et al., 2021). El proceso se ejecutó en tres fases secuenciales para garantizar exhaustividad y rigor metodológico.Fase 1. Planificación y Estrategia de BúsquedaSe definieron los criterios de inclusión y exclusión. Se incluyeron artículos científicos que abordaran directamente la integración de ciclovías, señalización vial, percepción de usuarios, políticas públicas y sostenibilidad urbana. Se excluyeron tesis de pregrado, posgrado y artículos sin revisión por pares (Liberati et al., 2009).La búsqueda se realizó en septiembre de 2025 en bases de datos académicas, incluyendo Scopus, Web of Science y SciELO. Los términos de búsqueda se combinaron usando palabras claves como: ("ciclovía" OR "bike lane" OR "cycle path") AND ("señalización vial" OR "traffic signage" OR "urban signage") AND ("sostenible" OR "sustainable") AND ("percepción" OR "satisfacción" OR "perception" OR "satisfaction").Fase 2. Selección y Evaluación de EstudiosLos resultados de la búsqueda fueron compartidos en un drive para evitar duplicados. Posteriormente, se aplicó un filtrado en dos etapas basado en títulos y resúmenes, y luego en texto completo, para verificar el cumplimiento de los criterios de elegibilidad. Este proceso fue realizado de forma independiente por cuatro investigadores para optimizar procesos, resolviendo las discrepancias mediante unanimidad. De un corpus inicial de 60 documentos, 50 fueron seleccionados para el análisis final.Fase 3. Análisis y Síntesis de la InformaciónPara el análisis de los documentos seleccionados, se empleó la técnica de análisis de contenido, en la cual se diseñó una matriz de extracción en una hoja de cálculo de Microsoft Excel para codificar sistemáticamente la información relevante de cada estudio (Krippendorff, 2019). Las variables analizadas incluyeron:Autor(es) de Artículo.Variables de Intervención.Técnicas de recolección de datos.Variables de Resultado.Fase 4. Análisis de búsqueda5419725903383 16900 169El análisis de los 50 artículos científicos seleccionados se llevará a cabo mediante un proceso de síntesis narrativa y categorización temática; teniendo como objetivo identificar, consolidar y estructurar los hallazgos centrales de la literatura en torno a la integración de ciclovías y señalización vial sostenible.RESULTADOSTabla 1Síntesis de estudios seleccionados sobre integración de ciclovías y señalización vial urbana sostenible.54224497683332 17000 170Autor(es) de ArtículoVariables de IntervenciónVariables de Resultado ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"oW0UEduR","properties":{"formattedCitation":"(Florindo et\\uc0\\u160{}al., 2023)","plainCitation":"(Florindo et al., 2023)","noteIndex":0},"citationItems":[{"id":280,"uris":["http://zotero.org/users/11591744/items/KB3STS8D"],"itemData":{"id":280,"type":"article-journal","abstract":"RESUMO Residir nas proximidades de áreas verdes e em regiões com altos índices de caminhabilidade contribui para diminuir o risco de doenças, mas existem poucos estudos longitudinais em países de baixa e média rendas. Em São Paulo houve uma política importante de implementação de ciclovias e já é conhecido o efeito protetor das práticas de atividades físicas em doenças como a hipertensão arterial. Para verificar as relações entre possíveis mudanças na exposição às ciclovias a até 1 km das residências com as práticas de Atividade Física no Lazer (AFL), utilizamos dados de uma coorte onde foram avaliadas n=1.431 pessoas entre 2014/2015 e 2020/2021. As AFL e a hipertensão foram avaliadas por questionários. A disponibilidade de ciclovias a até 1 km dos endereços residenciais foi avaliada entre 2015 e 2020 por georreferenciamento e foram calculadas as mudanças no período. Foram realizadas associações estatísticas bivariadas e análises multiníveis. Houve aumento na hipertensão (de 26,2% para 35,6%) e na AFL (de 36,4% para 47,6%), mas foram associadas inversamente em ambos os períodos (p<0,001). O aumento das ciclovias foi mais localizado em regiões centrais da cidade. As análises multiníveis mostraram que as pessoas que foram expostas a manutenção positiva ou aumento da exposição de ciclovias tiveram mais chances de praticarem AFL no período (OR=1,39 IC95% 1,07-1,79). No entanto, é preciso ampliar esta estrutura por toda a cidade de São Paulo, para que possamos diminuir as iniquidades ambientais e contribuir de forma mais efetiva para a prevenção da hipertensão.\n , \n ABSTRACT Living close to green areas and regions with high walkability index contribute to reducing the risk of diseases, but there are few longitudinal studies in low-and middle-income countries. In São Paulo, there was an important policy to implement bicycle paths, and the protective effect of physical activities on diseases such as hypertension is already known. To verify the relationships between possible changes in exposure to bike paths within 1 km of homes with leisure-time physical activity (LTPA), we used data from a cohort where n=1,431 people were evaluated between 2014/2015 and 2020/2021. LTPA and hypertension were assessed by questionnaires. The availability of bike paths within 1 km of residential addresses was evaluated between 2015 and 2020 by georeferencing and changes in the period were calculated. Bivariate statistical associations and multilevel analyzes were performed. There was an increase in hypertension (from 26.2% to 35.6%) and in LTPA (from 36.4% to 47.6%), but they were inversely associated in both periods (p<0.001). The increase of exposition in bike paths was more localized in the central regions of the city. Multilevel analyzes showed that people who were exposed to positive maintenance or an increase in bike paths were more likely to practice LTPA in the period (OR=1.39 CI95% 1.07-1.79). However, it is necessary to expand these facilities throughout the city of São Paulo to reduce environmental inequalities and to contribute more effectively to the prevention of hypertension.","container-title":"Estudos Avançados","DOI":"10.1590/s0103-4014.2023.37109.008","ISSN":"1806-9592, 0103-4014","issue":"109","journalAbbreviation":"Estud. av.","license":"http://creativecommons.org/licenses/by-nc/4.0/","page":"105-124","source":"DOI.org (Crossref)","title":"Ciclovias, atividade física no lazer e hipertensão arterial: um estudo longitudinal","title-short":"Ciclovias, atividade física no lazer e hipertensão arterial","volume":"37","author":[{"family":"Florindo","given":"Alex Antonio"},{"family":"Goulardins","given":"Guilherme Stefano"},{"family":"Teixeira","given":"Inaian Pignatti"}],"issued":{"date-parts":[["2023",12]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Florindo et al., 2023)Cambios en disponibilidad de ciclovías cerca de domicilios (2015-2020).Mayor disponibilidad de ciclovías se asoció con más actividad física (OR=1.39). ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"ThRMBI4a","properties":{"formattedCitation":"(Vizcarra Silvestre et\\uc0\\u160{}al., 2024)","plainCitation":"(Vizcarra Silvestre et al., 2024)","noteIndex":0},"citationItems":[{"id":268,"uris":["http://zotero.org/users/11591744/items/3JMM2EPZ"],"itemData":{"id":268,"type":"article-journal","container-title":"ESTOA","DOI":"10.18537/est.v013.n025.a12","ISSN":"13907263, 13909274","issue":"25","journalAbbreviation":"EST","page":"201-210","source":"DOI.org (Crossref)","title":"Public policies and their ephemeral response in the cycle paths executed within the monumental area of Tacna, Perú 2023","volume":"13","author":[{"family":"Vizcarra Silvestre","given":"Ronny Fernando"},{"family":"Pajuelo Camones","given":"Carlos Heraclides"},{"family":"Sotelo-Gonzáles","given":"Soledad"},{"family":"Valdivia Oroya De Rodríguez","given":"Nery Betty"},{"family":"Gonzáles Walstrohm","given":"Carlos José"}],"issued":{"date-parts":[["2024",1,31]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Vizcarra Silvestre et al., 2024)Ciclovías con seguridad básica, diseño e integración paisajística.El 74,3% nada satisfecho, 25,7% poco satisfecho; materiales 70%-30%, seguridad 75,7%-24,3%, funcionamiento 74,3%-25,7%, resultados 68,6%-31,4%. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"Z9NnkhHH","properties":{"formattedCitation":"(Ferraz et\\uc0\\u160{}al., 2025)","plainCitation":"(Ferraz et al., 2025)","noteIndex":0},"citationItems":[{"id":278,"uris":["http://zotero.org/users/11591744/items/8ZMCGFIA"],"itemData":{"id":278,"type":"article-journal","abstract":"Abstract The urgency of enhancing environmental quality, promoting a green economy, and forging a new societal paradigm falls upon the managers of Brazilian cities. It is crucial to promote sustainable transportation modes. Thus, the present study aims to assess Brazilians’ perception of urban bike paths and to assess the vegetation planted along bike paths in Rio de Janeiro City. Accordingly, a survey was conducted with cyclists from various Brazilian cities mainly located in the Atlantic Forest biome. A survey about the green structure in Rio de Janeiro’s bike paths was also carried out to assess its impact on infrastructure and potential issues. A questionnaire consisting of eighteen carefully formulated questions was applied to the Google Forms platform. Clearly, participants acknowledge greenery as a strategy to provide crucial benefits to people, such as heat reduction and shade creation, as well as pointed out challenges like problems arising from improper root-growth in some plant species and public lighting reduction. In total, 30 plant species were identified on Rio de Janeiro’s bike paths; Terminalia catappa and Pachira aquatica were the most common ones. Leaf fall, pavement breakage and species with large fleshy fruits that can cause bike accidents are among the problems caused by the identified plant species.\n , \n Resumo A urgência em melhorar a qualidade ambiental, promover a economia verde e forjar um novo paradigma social recai sobre os gestores das cidades brasileiras. É crucial promover modos de transporte sustentáveis. Assim, os objetivos do presente estudo são avaliar a percepção dos brasileiros sobre ciclovias urbanas e avaliar a vegetação plantada ao longo das ciclovias na cidade do Rio de Janeiro. Nesse sentido, foi realizada uma pesquisa com ciclistas de diversas cidades brasileiras localizadas principalmente no bioma Mata Atlântica. Também foi realizado um levantamento sobre a estrutura verde das ciclovias do Rio de Janeiro para avaliar seu impacto na infraestrutura e potenciais problemas. Um questionário composto por dezoito questões cuidadosamente formuladas foi aplicado na plataforma Google Forms. Os participantes reconhecem a vegetação como uma estratégia para proporcionar benefícios cruciais às pessoas, tais como a redução do calor e a criação de sombra, bem como apontaram desafios como problemas decorrentes do crescimento inadequado das raízes em algumas espécies de plantas e da redução da iluminação pública. No total, foram identificadas 30 espécies de plantas nas ciclovias do Rio de Janeiro; Terminalia catappa e Pachira Aquatica foram as mais comuns. Queda de folhas, quebra de calçamento e espécies com frutos grandes e carnudos que podem causar acidentes de bicicleta estão entre os problemas causados pelas espécies vegetais identificadas.","container-title":"Ornamental Horticulture","DOI":"10.1590/2447-536x.v31.e312833","ISSN":"2447-536X","journalAbbreviation":"Ornam. Hortic.","license":"http://creativecommons.org/licenses/by/4.0/","page":"12","source":"DOI.org (Crossref)","title":"Green infrastructure of Brazilian bike paths: cyclists’ perception and afforestation in Rio de Janeiro City","title-short":"Green infrastructure of Brazilian bike paths","volume":"31","author":[{"family":"Ferraz","given":"Marcelo Vieira"},{"family":"Lobo","given":"Fernando José Cavalcanti"},{"family":"Rajão","given":"Henrique"},{"family":"Pires","given":"Jakeline Prata De Assis"},{"family":"Sartori","given":"Richieri Antonio"}],"issued":{"date-parts":[["2025"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Ferraz et al., 2025)Tipo de infraestructura y características de la vegetación adyacente.Ciclistas valoran sombra, pero reportan problemas. Especies mayormente exóticas, daños. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"8eFo7HKX","properties":{"formattedCitation":"(Adesina et\\uc0\\u160{}al., 2024)","plainCitation":"(Adesina et al., 2024)","noteIndex":0},"citationItems":[{"id":276,"uris":["http://zotero.org/users/11591744/items/W5MP2X5E"],"itemData":{"id":276,"type":"article-journal","abstract":"Purpose – Sustainable tourism development and outdoor activities are linked to the effective utilization of open spaces and green corridors within the city. The regeneration and revitalization of this landscape are vital for the emergence of a smart, resilient, and biophilic city for the health and well-being of both the residents and the tourists. This area is part of the urban fabric and is essential for the transportation network development and interconnectivity within the metropolitan space. The wetland and green corridor comprise marshes and canal drainage routes located within the setbacks of the Ikeja, Ojodu, Agidingbi, Opebi, Oregun, Maryland, Yaba, and Iwaya rivers floodplain.\nDesign/methodology/approach – Qualitative and descriptive analysis of the on-site data collection, observations, and evaluations, Geographic Information Systems (GIS) were utilized to map out the developmental and adaptive strategies through GIS-based network mapping. This involved randomly selecting twenty-six (26) points that are landmarks and notable hubs within the city at approximately 750m intervals aligned within the 20km corridor of the waterways and wetlands of the selected study area.\nFindings – Through a variety of on-site observations, assessments, interviews, and inferential methods, people’s perceptions of the use of off-road bike lanes, and its economic and social information were gathered.\nResearch limitations/implications – A healthy ecosystem, less reliance on fossil fuels, more green space, habitat restoration, clean water and air, and increased green space are all important for a city's overall well-being.\nPractical implications – This study suggested off-road non-motorized transportation connectivity, and other strategically adapted alternatives for resilient and sustainable city growth, in addition to carbon sequestration through restoration and preservation of already-existing wetlands.\nOriginality/value – The restoration of urban desolate spaces, improvement of sanitation, governance of floodplains, recreation, and cultural values within metropolitan areas.","container-title":"Turismo: Visão e Ação","DOI":"10.14210/tva.v27.20521","ISSN":"1983-7151, 1415-6393","journalAbbreviation":"Tur., Visão e Ação","license":"https://creativecommons.org/licenses/by/4.0","page":"19","source":"DOI.org (Crossref)","title":"Regenerating Urban Landscapes through Wetlands Restoration and Outdoor Open Space Connectivity: Off-road Bicycle Lane Planning Principles for Tourism Development","title-short":"Regenerating Urban Landscapes through Wetlands Restoration and Outdoor Open Space Connectivity","volume":"27","author":[{"family":"Adesina","given":"John Adekunle"},{"family":"Tang","given":"Xiaolan"},{"family":"Uduma-Olugu","given":"Nnezi"},{"family":"Adebamowo","given":"Michael"}],"issued":{"date-parts":[["2024"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Adesina et al., 2024)Restauración de humedales, ciclovías off-road, conectividad.Degradación ambiental, falta de infraestructura ciclista, potencial de turismo sostenible, mejora de conectividad y bienestar urbano. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"uFM0ddRK","properties":{"formattedCitation":"(Moreno et\\uc0\\u160{}al., 2024)","plainCitation":"(Moreno et al., 2024)","noteIndex":0},"citationItems":[{"id":275,"uris":["http://zotero.org/users/11591744/items/RC6P8J3F"],"itemData":{"id":275,"type":"article-journal","abstract":"Los corredores verdes urbanos son una solución basada en la naturaleza (SBN) que provee zonas de esparcimiento y una red de conectividad urbana para movilidad activa, además de prestar servicios ecosistémicos a los habitantes de las ciudades, que mejoran su calidad de vida, y son una herramienta de gestión fuerte para el desarrollo de ciudades sostenibles. El presente trabajo propone una novedosa metodología, susceptible de ser ampliada, para el diseño de corredores verdes urbanos, mediante un caso práctico en una ciudad de tamaño intermedio, Temuco (Chile), basada en la selección de áreas verdes urbanas pequeño-medianas que unidas a redes de ciclovías y calles peatonales conecten las áreas verdes núcleo de la ciudad, entendiendo estas como zonas verdes de alta densidad y diversidad vegetacional. Los resultados muestran la aplicabilidad de los criterios metodológicos utilizados en el diseño de corredores verdes, y evidencian las condiciones positivas de Temuco respecto a calidad y superficie de áreas verdes, ciclovías y calles peatonales que fomenten la movilidad urbana limpia. Además, el método es replicable en otras ciudades, lo que permite incorporar nuevos parámetros que supongan mayores beneficios provenientes del corredor verde.","container-title":"Revista de Arquitectura","DOI":"10.14718/RevArq.2024.26.5503","ISSN":"2357-626X, 1657-0308","issue":"2","journalAbbreviation":"Rev. Arquit.","license":"https://creativecommons.org/licenses/by-nc/4.0","page":"189-204","source":"DOI.org (Crossref)","title":"Propuesta metodológica para la identificación de potenciales corredores verdes urbanos. Estudio de caso: Temuco, Chile","title-short":"Propuesta metodológica para la identificación de potenciales corredores verdes urbanos. Estudio de caso","volume":"26","author":[{"family":"Moreno","given":"Roberto"},{"family":"Lora-González","given":"Ángel"},{"family":"Galán","given":"Carmen"},{"family":"Zamora-Díaz","given":"Ricardo"}],"issued":{"date-parts":[["2024",7,1]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Moreno et al., 2024)Diseño de corredores verdes conectando áreas núcleo y ciclovías.Identificación de 3 áreas núcleo. Propuesta de corredor verde de 8.16 km. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"gszDAlWa","properties":{"formattedCitation":"(Douglas et\\uc0\\u160{}al., 2024)","plainCitation":"(Douglas et al., 2024)","noteIndex":0},"citationItems":[{"id":274,"uris":["http://zotero.org/users/11591744/items/H9EJGGVK"],"itemData":{"id":274,"type":"article-journal","abstract":"Resumo: Este estudo teve como objetivo descrever um inquérito quantitativo realizado com lideranças para investigar ações efetivas, viáveis e que podem ser testadas em modelos computacionais para informar políticas de promoção da mobilidade ativa, tendo como base a cidade de São Paulo, Brasil. Em 2022, foi realizado um inquérito online no contexto da pesquisa de Atividade Física e Ambiente do Inquérito de Saúde de São Paulo, acompanhada por representantes de organizações não governamentais, gestores públicos e de entidades privadas. Foi elaborado questionário com três perguntas com 13 alternativas de respostas sobre ações para promoção da caminhada ou uso de bicicleta. As lideranças deveriam selecionar até três alternativas a partir de seu potencial em termos de (1) efetividade; (2) viabilidade ou facilidade de implementação; e (3) desejo de realizar testes em modelos computacionais para informar políticas. O inquérito foi respondido por 18 lideranças de 16 instituições, sendo 13 (72%) mulheres e 12 (67%) representantes do terceiro setor, cuja média de idade era 48 anos, todos com nível superior de escolaridade. A redução da velocidade dos veículos motorizados foi a opção mais citada nas três questões. Outras ações citadas referem-se ao controle de circulação de veículos em regiões centrais, à segurança de pedestres, à diminuição das distâncias entre residências e locais de emprego, às campanhas educativas e à ampliação e melhoria de estruturas como ciclovias e calçadas. Os resultados são relevantes para apoiar a tomada de decisões baseadas em evidências na gestão pública e oferecer subsídios para a elaboração de modelos computacionais com vistas à promoção da mobilidade ativa.\n , \n Abstract: This study aimed to describe a quantitative survey conducted with leaders to investigate effective and feasible actions that can be evaluated in computational models to inform policies to promote active mobility based in the city of São Paulo, Brazil. In 2022, an online survey was conducted during the Health Survey in São Paulo (Physical Activity and Environment study), which is monitored by representatives of nongovernmental organizations and public and private sector managers. A questionnaire was elaborated with three questions with 13 alternative answers about actions to promote walking and/or cycling. Leaders should select up to three alternatives based on their potential regarding: (1) effectiveness; (2) feasibility or ease of implementation; and (3) desire to verify tests in computational models to inform policies. The survey was answered by 18 leaders from 16 institutions, comprising 13 (72%) women and 12 (67%) representatives of the third sector, whose average age was 48 years and all had complete higher education. Reducing the speed of motor vehicles was the most cited option in all three questions. Other actions mentioned refer to controlling the traffic of vehicles in central areas, improving pedestrian safety, reducing the distances between homes and places of employment, conducting educational campaigns, and expanding and enhancing structures such as bicycle lanes and sidewalks. The results are relevant to support evidence-based decision-making in public management and to provide subsidies for the development of computational models with a view to promoting active mobility.\n , \n Resumen: Este estudio tuvo como objetivo presentar una encuesta cuantitativa realizada con líderes para investigar las acciones efectivas, viables y que puedan probarse en modelos informáticos para orientar las políticas que promuevan la movilidad activa en la ciudad de São Paulo, Brasil. En 2022 se realizó una encuesta en línea en el contexto de la Encuesta de Salud de São Paulo (Actividad Física y Medio Ambiente), que es monitoreada por representantes de organizaciones no gubernamentales, gestores públicos y entidades privadas. Se elaboró un cuestionario de tres preguntas con 13 respuestas alternativas sobre acciones para promover la caminata o el uso de la bicicleta. Los líderes podían seleccionar hasta tres alternativas en función de su potencial en términos de (1) efectividad; (2) viabilidad o facilidad de implementación; y (3) deseo de verificar las pruebas en modelos informáticos para orientar las políticas. La encuesta fue respondida por 18 líderes de 16 instituciones; de los cuales 13 (72%) eran mujeres y 12 (67%) representaban el tercer sector; la edad promedio de ellos fue de 48 años y todos contaban con educación superior. Reducir la velocidad de los vehículos de motor fue la opción más citada en las tres preguntas. Otras acciones mencionadas se refieren al control de la circulación de vehículos en las regiones centrales, la seguridad de los peatones, la reducción de las distancias entre los hogares y los lugares de trabajo, las campañas educativas y la expansión y mejora de estructuras como carriles bici y aceras. Los resultados son relevantes para apoyar la toma de decisiones basada en la evidencia en la gestión pública y ofrecer subsidios para la elaboración de modelos computacionales destinados a promover la movilidad activa.","container-title":"Cadernos de Saúde Pública","DOI":"10.1590/0102-311xpt117323","ISSN":"1678-4464, 0102-311X","issue":"5","journalAbbreviation":"Cad. Saúde Pública","license":"http://creativecommons.org/licenses/by/4.0/","page":"14","source":"DOI.org (Crossref)","title":"Como melhorar a mobilidade ativa em São Paulo, Brasil? Inquérito com lideranças de organizações não governamentais e com gestores públicos e privados","title-short":"Como melhorar a mobilidade ativa em São Paulo, Brasil?","volume":"40","author":[{"family":"Douglas","given":"Roque Andrade"},{"family":"Florindo","given":"Alex Antonio"},{"family":"Paula","given":"Italo Vinicius Floriano De"},{"family":"Sarti","given":"Flávia Mori"},{"family":"Mota","given":"Jorge"},{"family":"Santos","given":"Maria Paula"},{"family":"Knebel","given":"Margarethe Thaisi Garro"},{"family":"De Souza Wanderley Júnior","given":"Rildo"},{"family":"Garcia","given":"Leandro Martin Totaro"}],"issued":{"date-parts":[["2024"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Douglas et al., 2024)Acciones para promover caminata y ciclismo.Reducción de velocidad vehicular es la acción más efectiva y viable. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"djWyZDZX","properties":{"formattedCitation":"(Quintero Gonz\\uc0\\u225{}lez, 2022)","plainCitation":"(Quintero González, 2022)","noteIndex":0},"citationItems":[{"id":284,"uris":["http://zotero.org/users/11591744/items/89TPJB4D"],"itemData":{"id":284,"type":"article-journal","container-title":"Revista Ciudades, Estados y Política","DOI":"http://www.scielo.org.co/scielo.php?script=sci_abstract&pid=S2462-91032022000200117&lng=en&nrm=iso&tlng=es","ISSN":"2462-9103","issue":"2","language":"es","note":"publisher: Universidad Nacional de Colombia (Sede Bogotá). Instituto de Estudios Urbanos (IEU).","page":"117-136","source":"SciELO","title":"Planificación del uso de bicicletas en ciudades intermedias: propuesta de una red de ciclorrutas para Tunja, Colombia","title-short":"Planificación del uso de bicicletas en ciudades intermedias","volume":"9","author":[{"family":"Quintero González","given":"Julián Rodrigo"}],"issued":{"date-parts":[["2022",8]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Quintero González, 2022)Red de ciclorrutas, bicicletas compartidas, planificación.Propuesta de 4 ejes de ciclorrutas (24.74 km). Factibilidad técnica y legal. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"GKeqLRxy","properties":{"formattedCitation":"(Asprilla Lara et\\uc0\\u160{}al., 2017)","plainCitation":"(Asprilla Lara et al., 2017)","noteIndex":0},"citationItems":[{"id":282,"uris":["http://zotero.org/users/11591744/items/RJEMMTU9"],"itemData":{"id":282,"type":"article-journal","container-title":"Infraestructura Vial","DOI":"http://www.scielo.sa.cr/scielo.php?script=sci_abstract&pid=S2215-37052017000100015&lng=en&nrm=iso&tlng=es","ISSN":"2215-3705","issue":"33","language":"es","note":"publisher: http://creativecommons.org/licenses/by-nc/3.0/","page":"15-25","source":"SciELO","title":"Señalización y seguridad vial en buses de tránsito rápido: el transmilenio en Bogotá","title-short":"Señalización y seguridad vial en buses de tránsito rápido","volume":"19","author":[{"family":"Asprilla Lara","given":"Yefer"},{"family":"García De Quevedo","given":"Fernando"},{"family":"González Pérez","given":"Mario Gpe"},{"family":"Asprilla Lara","given":"Yefer"},{"family":"García De Quevedo","given":"Fernando"},{"family":"González Pérez","given":"Mario Gpe"}],"issued":{"date-parts":[["2017",7]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Asprilla Lara et al., 2017)Señalización vertical/horizontal, seguridad vial, BRT.Señalización calificada 3.48/5. Necesidad de mejorar visibilidad y legibilidad. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"H6dtJsti","properties":{"formattedCitation":"(Ledesma et\\uc0\\u160{}al., 2024)","plainCitation":"(Ledesma et al., 2024)","noteIndex":0},"citationItems":[{"id":279,"uris":["http://zotero.org/users/11591744/items/X2P9FUID"],"itemData":{"id":279,"type":"article-journal","abstract":"Las campañas de comunicación son un elemento clave en las políticas de seguridad vial. Sin embargo, la investigación en el campo es escasa. Este estudio analiza los enfoques y contenidos involucrados en anuncios de seguridad vial, tomando como caso particular las campañas orientadas a la reducción de la velocidad. Se trabajó con una muestra de cincuenta anuncios procedentes de quince países latinoamericanos, producidos entre 2009 y 2021. Los anuncios fueron analizados en función del enfoque comunicacional (emocional, argumentativo o informativo), las creencias que buscan modificar (e.g., percepción de vulnerabilidad, normas subjetivas, autoeficacia de conducta) y el tipo de emociones que intentan evocar. También se analizaron aspectos estilísticos y de diseño de los anuncios. Como patrón general, se observó un predominio de enfoques que buscan movilizar emociones negativas, focalizando en las consecuencias adversas del exceso de velocidad (e.g., riesgo de lesiones y muertes). El formato típico de anuncios consiste en dramatizaciones sobre siniestros de tránsito. No obstante, no siempre se incluyen ingredientes clave para que este tipo de mensajes resulten efectivos (e.g., conductas concretas para reducir o afrontar la amenaza). Se advierte además escasa innovación en la búsqueda de modos alternativos de comunicación, como la apelación a emociones y valores positivos. Se proponen recomendaciones para mejorar la comunicación social en seguridad vial.","container-title":"Psicodebate","DOI":"10.18682/pd.v24i2.10673","ISSN":"2451-6600, 1515-2251","issue":"2","journalAbbreviation":"PSICODEBATE","license":"https://creativecommons.org/licenses/by/4.0","page":"7-20","source":"DOI.org (Crossref)","title":"Comunicación en Seguridad Vial: Análisis Crítico de Anuncios sobre Velocidad en Latinoamérica","title-short":"Comunicación en Seguridad Vial","volume":"24","author":[{"family":"Ledesma","given":"Rubén Daniel"},{"family":"Tosi","given":"Jeremías D."},{"family":"López","given":"Soledad S."},{"family":"Ferraro-Boggan","given":"María Antonella"},{"family":"Poó","given":"Fernando M."}],"issued":{"date-parts":[["2024",12,1]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Ledesma et al., 2024)Campañas de comunicación y enfoques (emocional, racional).Predominio de enfoques emocionales negativos. Escasa autoeficacia e innovación. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"J9IoVnYo","properties":{"unsorted":true,"formattedCitation":"(Rodr\\uc0\\u237{}guez-Hern\\uc0\\u225{}ndez & Urrego, 2023)","plainCitation":"(Rodríguez-Hernández & Urrego, 2023)","noteIndex":0},"citationItems":[{"id":272,"uris":["http://zotero.org/users/11591744/items/8XL9EBY5"],"itemData":{"id":272,"type":"article-journal","abstract":"Las lesiones causadas por el tránsito (LCT) se encuentran dentro de las principales causas de mortalidad y discapacidad a nivel mundial, hecho reflejado en el puesto que ocupan dentro de las primeras diez causas de vida ajustados por discapacidad, con importantes costos e impacto económico y social para las sociedades que las padecen. En 2004, la Organización Mundial de la Salud (OMS) lanzó el primer informe sobre prevención de LCT. Sin embargo, en años posteriores esa situación no mejoró, por lo cual las Naciones Unidas lanzó la Década de Acción para la Seguridad Vial (2011-2020), donde se invitaba a los gobiernos a diseñar e implementar acciones para reducir la carga asociada a este problema; entre estas se encuentra diseño y mejoramiento de vías, atención oportuna pos siniestro, control de la velocidad, medidas de control administrativo, diseño y mejoramiento de estándares vehiculares, entre otras. Las medidas basadas en enfoque poblacional han demostrado ser más poderosas que las medidas que inducen cambios de comportamiento individual.","container-title":"Salud UIS","DOI":"10.18273/saluduis.55.e:23033","ISSN":"01210807, 21458464","issue":"1","journalAbbreviation":"revsal","page":"7","source":"DOI.org (Crossref)","title":"Medidas poblacionales para la seguridad vial: más allá de la responsabilidad individual","title-short":"Medidas poblacionales para la seguridad vial","volume":"55","author":[{"family":"Rodríguez-Hernández","given":"Jorge Martín"},{"family":"Urrego","given":"Diana Carolina"}],"issued":{"date-parts":[["2023",3,23]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Rodríguez-Hernández & Urrego, 2023)Políticas públicas, estándares de seguridad vehicular.Reducción de mortalidad con ESV. Necesidad de adoptar normas internacionales. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"L5Fxzseh","properties":{"formattedCitation":"(Magnana et\\uc0\\u160{}al., 2024)","plainCitation":"(Magnana et al., 2024)","noteIndex":0},"citationItems":[{"id":311,"uris":["http://zotero.org/users/11591744/items/92Q42J5H"],"itemData":{"id":311,"type":"article-journal","container-title":"Journal of Cycling and Micromobility Research","DOI":"10.1016/j.jcmr.2024.100046","ISSN":"29501059","journalAbbreviation":"Journal of Cycling and Micromobility Research","language":"en","page":"10","source":"DOI.org (Crossref)","title":"A deep reinforcement learning solution to help reduce the cost in waiting time of securing a traffic light for cyclists","volume":"2","author":[{"family":"Magnana","given":"Lucas"},{"family":"Rivano","given":"Hervé"},{"family":"Chiabaut","given":"Nicolas"}],"issued":{"date-parts":[["2024",12]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Magnana et al., 2024)Estado del tráfico, Acciones del agenteTiempo de espera de ciclistas y vehículos mediante 3DQN = ×1.25 vs unsecured. Mejor que actuated (×1.71). ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"OcCWhecN","properties":{"formattedCitation":"(Viterbo et\\uc0\\u160{}al., 2025)","plainCitation":"(Viterbo et al., 2025)","noteIndex":0},"citationItems":[{"id":308,"uris":["http://zotero.org/users/11591744/items/PANENYHX"],"itemData":{"id":308,"type":"article-journal","abstract":"Road safety is one of the major concerns when considering road vehicles, with issues referring to both drivers and Vulnerable Road Users (VRUs) (e.g., pedestrians). The role of roadside infrastructures in augmenting VRU protection is gaining popularity thanks to the development of smart and connected sensing systems, which enable the detection of critical events and their forwarding to nearby Connected and Automated Vehicles (CAVs) by Vehicle-to-Everything (V2X) communications. In this context, the fifth generation (5G) of mobile radio networks is emerging as the communication enabler for advanced V2X services for CAVs. In this work we propose the design, development, and assessment on road of a 5G roadside infrastructure for VRU protection, performing an in-depth analysis of the single components and their integration into the service. More specifically, we present a Roadside Unit (RSU) capable to detect, localize, and track VRUs; a communication architecture that exploits 5G V2X connectivity for sending VRUs detections; a CAV with on-board algorithms warning the driver of the presence of the VRU and an Autonomous Emergency Braking (AEB) solution triggered by the 5G V2X architecture. We validate the efficacy of the proposed solution in a road scenario inside the campus of Politecnico di Milano.","container-title":"IEEE Open Journal of Intelligent Transportation Systems","DOI":"10.1109/OJITS.2025.3552849","ISSN":"2687-7813","journalAbbreviation":"IEEE Open J. Intell. Transp. Syst.","language":"en","license":"https://creativecommons.org/licenses/by/4.0/legalcode","page":"346-362","source":"DOI.org (Crossref)","title":"A 5G Roadside Infrastructure Assisting Connected and Automated Vehicles in Vulnerable Road User Protection","volume":"6","author":[{"family":"Viterbo","given":"Raffaele"},{"family":"Campolo","given":"Federico"},{"family":"Cerutti","given":"Mattia"},{"family":"Shanker Awasthi","given":"Satyesh"},{"family":"Arrigoni","given":"Stefano"},{"family":"Brambilla","given":"Mattia"},{"family":"Nicoli","given":"Monica"},{"family":"gu","given":""}],"issued":{"date-parts":[["2025"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Viterbo et al., 2025)Uso del algoritmo BIRCH y gemelos digitales para gestionar y optimizar semáforos en tiempo real.Latencia V2X: IBM Watson IoT = 48.83 ms. Muy por debajo del umbral de 600 ms. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"7l7jZnx8","properties":{"formattedCitation":"(Adarbah et\\uc0\\u160{}al., 2024)","plainCitation":"(Adarbah et al., 2024)","noteIndex":0},"citationItems":[{"id":312,"uris":["http://zotero.org/users/11591744/items/PQBK7YXZ"],"itemData":{"id":312,"type":"article-journal","abstract":"Urban transportation networks are vital for the economic and environmental well-being of cities and they are faced with the integration of Human-Driven Vehicles (HVs) and Connected and Autonomous Vehicles (CAVs) challenge. Most of the traditional traffic management systems fail to effectively manage the dynamic and complex flows of mixed traffic, mainly because of large computational requirements and the restrictions that control models of traffic lights directly based on extensive and continuous training data. Most of the times, the operational flexibility of CAVs is severely compromised for the safety of HVs, or CAVs are given high priority without taking into account the efficiency of HVs leading to lower performance, especially at low CAV penetration rates. On the other hand, the existing adaptive traffic light approaches were usually partial and could not adapt to the real-time behaviors of the traffic system. Some systems operate with inflexible temporal control plans that cannot react to variations in traffic flow or use adaptive control strategies that are based on a limited set of static traffic conditions. This paper presents a novel traffic light control approach utilizing the BIRCH (Balanced Iterative Reducing and Clustering using Hierarchies) clustering algorithm combined with digital twins for a more adaptive and efficient system. The BIRCH is effective in processing large datasets because it clusters data points incrementally and dynamically into a small set of representatives. The suggested method does not only enable better simulation and prediction of traffic patterns but also makes possible the real-time adaptive control of traffic signals at signalized intersections. It also improves traffic flow, reduces congestion, and minimizes vehicle idling time by adjusting the green and red light durations dynamically based on both real-time and historical traffic data. This approach is assessed under different traffic intensities, which include low, moderate, and high, while efficiency, fuel consumption, and the number of stops are being compared with the traditional and the existing adaptive traffic management systems.","container-title":"Ad Hoc Networks","DOI":"10.1016/j.adhoc.2024.103613","ISSN":"15708705","journalAbbreviation":"Ad Hoc Networks","language":"en","page":"13","source":"DOI.org (Crossref)","title":"A digital twin-based traffic light management system using BIRCH algorithm","volume":"164","author":[{"family":"Adarbah","given":"Haitham Y."},{"family":"Sookhak","given":"Mehdi"},{"family":"Atiquzzaman","given":"Mohammed"}],"issued":{"date-parts":[["2024",11]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Adarbah et al., 2024)Algoritmo BIRCH + gemelos digitales aplicados al control adaptativo de semáforos.Tasa media de parada de vehículos (%), evaluada en escenarios de tráfico bajo, moderado y alto, mostrando una reducción hasta del 12%. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"6EaGkDce","properties":{"formattedCitation":"(Cast\\uc0\\u225{}n Rocha et\\uc0\\u160{}al., 2018)","plainCitation":"(Castán Rocha et al., 2018)","noteIndex":0},"citationItems":[{"id":303,"uris":["http://zotero.org/users/11591744/items/JLPS4FVZ"],"itemData":{"id":303,"type":"article-journal","abstract":"Many researchers around the world are looking for developing techniques or technologies that cover traditional and recent constraints in urban traffic control. Normally, such traffic devices are facing with a large scale of input data when they must to response in a reliable, suitable and fast way. Because of such statement, the paper is devoted to introduce a proposal for enhancing the traffic light decisions. The principal goal is that a semaphore can provide a correct and fluent vehicular mobility. However, the traditional semaphore operative ways are outdated. We present in a previous contribution the development of a methodology capable of improving the vehicular mobility by proposing a new green light interval based on road conditions with a CBR approach. However, this proposal should include whether it is needed to modify such light duration. To do this, the paper proposes the adaptation of a fuzzy inference system helping to decide when the semaphore should try to fix the green light interval according to specific road requirements. Some experiments are conducted in a simulated environment to evaluate the pertinence of implementing a decision-making before the CBR methodology. For example, using a fuzzy inference approach the decisions of the system improve almost 18% in a set of 10,000 experiments. Finally, some conclusions are drawn to emphasize the benefits of including this technique in a methodology to implement intelligent semaphores.","container-title":"Journal of Intelligent Learning Systems and Applications","DOI":"10.4236/jilsa.2018.102003","ISSN":"2150-8402, 2150-8410","issue":"02","journalAbbreviation":"JILSA","language":"en","license":"http://creativecommons.org/licenses/by/4.0/","page":"36-45","source":"DOI.org (Crossref)","title":"Fuzzy Rules to Improve Traffic Light Decisions in Urban Roads","volume":"10","author":[{"family":"Castán Rocha","given":"J. A. Castán"},{"family":"Martínez","given":"S. Ibarra"},{"family":"Menchaca","given":"J. Laria"},{"family":"Villanueva","given":"J. D. Terán"},{"family":"Berrones","given":"M. G. Treviño"},{"family":"Cobos","given":"J. Pérez"},{"family":"Agundis","given":"D. Uribe"}],"issued":{"date-parts":[["2018"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Castán Rocha et al., 2018)Sistema de inferencia difusa integrado con metodología CBR para control de intervalos de luz verde.Rendimiento del sistema (%), donde el uso de un sistema de inferencia difusa mejoró el rendimiento en un 18% en 10,000 experimentos. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"BcR6SoBk","properties":{"formattedCitation":"(Hassanpour & Bigazzi, 2025)","plainCitation":"(Hassanpour & Bigazzi, 2025)","noteIndex":0},"citationItems":[{"id":307,"uris":["http://zotero.org/users/11591744/items/YKA68P8W"],"itemData":{"id":307,"type":"article-journal","abstract":"As micromobility or personal mobility devices (PMD) expand and evolve for urban transportation, there is increasing concern about the comfort and safety of off-street cycling facilities and multiuse paths. While there is a growing literature on the impacts of electric bicycles and scooters, we lack a comprehensive understanding of the comfort implications of the diverse array of micromobility devices currently in use. In this study we 1) characterize perceptions of comfort for people sharing off-street transportation facilities with pedestrians and 24 types of PMD, 2) examine how perceptions of comfort are affected by the perceiver, device, and contextual variables, and 3) investigate the disparity between actual and perceived micromobility mode shares and speeds. We collected data using a quasi-intercept survey of path users at 12 locations in metropolitan Vancouver, Canada, which were matched with location-specific volumes and speeds classified by PMD type. Results indicate that, despite an overestimation of the prevalence and speed of new forms of PMD, people are predominantly comfortable sharing with most devices except sit-down electric (moped-style) scooters. Pedestrians are less comfortable sharing with electric devices than are people using other PMDs. Model results show that motorized PMD would have to go 9 km/hr slower than the equivalent non-motorized device to have the same impact on comfort. Recommendations include modernizing PMD regulations, working to eliminate the use of sit-down electric scooters on off-street facilities, lowering thresholds for separating pedestrians on multi-use paths, and continued monitoring of speed and comfort impacts from evolving PMD.","container-title":"Transportation Research Part F: Traffic Psychology and Behaviour","DOI":"10.1016/j.trf.2025.01.021","ISSN":"13698478","journalAbbreviation":"Transportation Research Part F: Traffic Psychology and Behaviour","language":"en","page":"951-964","source":"DOI.org (Crossref)","title":"Perceptions toward pedestrians and micromobility devices in off-street cycling facilities and multi-use paths in metropolitan Vancouver, Canada","volume":"109","author":[{"family":"Hassanpour","given":"Amir"},{"family":"Bigazzi","given":"Alexander"}],"issued":{"date-parts":[["2025",2]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Hassanpour & Bigazzi, 2025)Tipos de PMD (24 dispositivos, motorizados y no motorizados) y condiciones de uso en vías fuera de la calzada.Percepción de comodidad, disparidad entre velocidad real y percibida, impacto diferenciado de dispositivos eléctricos vs. no eléctricos. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"25VTkOKJ","properties":{"formattedCitation":"(Arefe et\\uc0\\u160{}al., 2025)","plainCitation":"(Arefe et al., 2025)","noteIndex":0},"citationItems":[{"id":305,"uris":["http://zotero.org/users/11591744/items/E5PXD6LD"],"itemData":{"id":305,"type":"article-journal","abstract":"Deployed traffic control strategy is considered as one of the key factors that affect the users’ waiting experience. Historically, traffic signal strategy depends mainly on demand in vehicular traffic lanes without considering its effects on other modes of transportation (i.e., buses, bicycles, and pedestrian). In this study, a traffic signal control algorithm for deploying phasing structure was developed which integrates multi-modal traffic. A reference signal system, with traditional vehicle actuated signal was compared with newly proposed control system with actuation from other modalities using stochastic simulation software SUMO. Variables considered were modality types and volume while waiting time and CO2 emission were presented as outcomes. Results indicated that (i) optimum signal timing of multi-mode traffic depends on the traffic composition and modal volume, (ii) proposed control system was able to accommodate higher number of pedestrians and bicycles, and (iii) it increased vehicle waiting-time and approximately 7% higher emission of CO2. In addition, observations included (i) addition of pedestrian-exclusive phases did not show marked improvement compared to the reference, and (ii) facilitation of heavy bicycle traffic inherently helped pedestrian-flow. Research outcomes showed entangled nature of multi-modal flow and indicated that stochastic simulation-based optimization can support efficient multi-modal mobility.","container-title":"KSCE Journal of Civil Engineering","DOI":"10.1016/j.kscej.2024.100135","ISSN":"12267988","issue":"7","journalAbbreviation":"KSCE Journal of Civil Engineering","language":"en","page":"16","source":"DOI.org (Crossref)","title":"Optimization of semi-synchronized multi-modal urban traffic signal through stochastic computer simulation","volume":"29","author":[{"family":"Arefe","given":"Chaklader Asfak"},{"family":"Sakib","given":"Nazmus"},{"family":"Rahman","given":"Md Mostaqur"},{"family":"Islam","given":"Kazi Moinul"}],"issued":{"date-parts":[["2025"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Arefe et al., 2025)Algoritmo de control semafórico multimodal con fases integradas para vehículos, peatones y bicicletas.Tiempo de espera, emisiones de CO₂, eficiencia y equidad en la movilidad multimodal. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"kSNdEL6a","properties":{"formattedCitation":"(G\\uc0\\u225{}lvez-P\\uc0\\u233{}rez et\\uc0\\u160{}al., 2025)","plainCitation":"(Gálvez-Pérez et al., 2025)","noteIndex":0},"citationItems":[{"id":306,"uris":["http://zotero.org/users/11591744/items/MLSYXJJK"],"itemData":{"id":306,"type":"article-journal","abstract":"Introduction: Active mobility, particularly walking, is fundamental for older adults, offering significant health benefits. However, this group of pedestrians is especially vulnerable to traffic collisions, as they represent most pedestrian deaths. The perception of traffic crash risk might alter the walking activity among them. This research aimed to explore how to enhance walking among older adults from the road safety perspective. To achieve this aim, this study analyzes the factors influencing the injury severity of older pedestrians involved in vehicle collisions while comparing two methodologies for classifying traffic crash severity.\nMethods: Crash-specific features of single vehicle-pedestrian collisions on all urban roads in Spain from 2016 to 2019 were studied along with information from the municipality where each collision occurred. Logistic regression and random forest were used to classify the crashes in terms of the injury level of the pedestrian. These models were trained for older and non-older pedestrian collision samples using resampling techniques.\nResults: The models showed common and different factors affecting older and non-older pedestrian injury severities. All pedestrian injury severity is likely to be more severe with a higher pedestrian age, artificial lighting, and truck as the vehicle, and is likely to be less severe with a population size of over 500 thousand inhabitants, and if the vehicle is a bicycle. Additionally, older pedestrian crashes are likely to be more severe in dawn and dusk lighting, with bus as vehicle, and with higher value of road intersections per km, and less severe during afternoon time, and if the population size is from 50 to 100 thousand.\nConclusions: Although in larger cities more crashes are registered in absolute values, smaller towns expect more severe pedestrian traffic crashes. Policy-makers should implement countermeasures to promote walking activity and mitigate injury severity of older pedestrians, as these are not expected to deteriorate the road safety of the rest of pedestrians. These countermeasures include proper artificial lighting, even during dawn and dusk hours, and special signaling devices, especially in aged areas.","container-title":"Journal of Transport & Health","DOI":"10.1016/j.jth.2025.102022","ISSN":"22141405","journalAbbreviation":"Journal of Transport & Health","language":"en","page":"19","source":"DOI.org (Crossref)","title":"Enhancing safe walking in an ageing society: Insights into injury severity of older pedestrian traffic crashes in urban environments","title-short":"Enhancing safe walking in an ageing society","volume":"42","author":[{"family":"Gálvez-Pérez","given":"Daniel"},{"family":"Guirao","given":"Begoña"},{"family":"Ortuño","given":"Armando"}],"issued":{"date-parts":[["2025",6]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Gálvez-Pérez et al., 2025)Factores de colisión (tipo de vehículo, condiciones de luz, entorno urbano, horarios, características del municipio).Gravedad de las lesiones de peatones mayores, diferencias respecto a peatones no mayores y condiciones de mayor o menor riesgo. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"0vMYgJPp","properties":{"formattedCitation":"(Gu\\uc0\\u237{}o-Burgos et\\uc0\\u160{}al., 2023)","plainCitation":"(Guío-Burgos et al., 2023)","noteIndex":0},"citationItems":[{"id":309,"uris":["http://zotero.org/users/11591744/items/2GYH5G3L"],"itemData":{"id":309,"type":"article-journal","abstract":"This study seeks to understand the behavior of pedestrians who cross the street mid-block where vehicles travel while making use of existing vehicular gaps. This study was carried out in the city of Tunja and information was collected in order to obtain data on the accepted gap and crossing speed which was then correlated to variables such as age, gender, type of vehicle, group formation, reduced mobility conditions, walking time, walking vs. running, and if the person crosses with children, among others. A statistical characterization was performed on the above information, obtaining relationships that may be of interest in understanding pedestrian behavior in the city. We found that the gap accepted by a pedestrian is directly proportional to the walking time and the time used to make the crossing is near 50% of the critical gap. The variables that were more significant in the size of the gaps accepted by pedestrians at the crossing were: the type of vehicle, the type of gap, and the walking time.","container-title":"Revista Facultad de Ingeniería Universidad de Antioquia","DOI":"10.17533/udea.redin.20220371","ISSN":"2422-2844, 0120-6230","issue":"107","journalAbbreviation":"Rev.Fac.Ing.Univ.Antioquia","language":"en","page":"26-38","source":"DOI.org (Crossref)","title":"Pedestrian gaps and walking speed at uncontrolled midblock crosswalks","author":[{"family":"Guío-Burgos","given":"Fredy Alberio"},{"family":"Combariza-Pinzón","given":"María Johana"},{"family":"Cerquera Escobar","given":"Flor Ángela"}],"issued":{"date-parts":[["2023"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Guío-Burgos et al., 2023)Factores del cruce peatonal (tipo de vehículo, tipo de brecha, edad, género, movilidad, cruce en grupo, niños, correr, etc.).La brecha peatonal aceptada, con un valor promedio de 5.4 segundos para cruzar una calle de dos carriles. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"q8nNvxQK","properties":{"formattedCitation":"(Cardona et\\uc0\\u160{}al., 2020)","plainCitation":"(Cardona et al., 2020)","noteIndex":0},"citationItems":[{"id":310,"uris":["http://zotero.org/users/11591744/items/5PNM6A64"],"itemData":{"id":310,"type":"article-journal","abstract":"The impact on travel time generated by redirection of roads in the gastronomy sector of Manizales, Colombia is analyzed. The objective of the study is to help in solving or contributing to a solution of the problems of mobility, trying of eliminating traffic congestion, low parking offer and the high demand of users. These factors make it difficult the normal transit of vehicles and pedestrians. The study is based on the use of global average accessibility and integral accessibility, as elements of calculation and the methodology of estimating the impact generated by intervention. As a result, 100% of population could reach the gastronomy sector in a travel time of less than 45 minutes.","container-title":"Información tecnológica","DOI":"10.4067/S0718-07642020000100301","ISSN":"0718-0764","issue":"1","journalAbbreviation":"Inf. tecnol.","language":"es","page":"301-310","source":"DOI.org (Crossref)","title":"Análisis de ordenamiento de la movilidad en el bulevar gastronómico de Milán, Manizales (Colombia)","volume":"31","author":[{"family":"Cardona","given":"Santiago"},{"family":"Escobar","given":"Diego A."},{"family":"Moncada","given":"Carlos A."}],"issued":{"date-parts":[["2020",2]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Cardona et al., 2020)Redireccionamiento vial en el sector gastronómico de Manizales.Tiempo de viaje de acceso a la zona (≤ 45 minutos para el 100% de la población). ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"Qd09bT9D","properties":{"formattedCitation":"(Li et\\uc0\\u160{}al., 2025)","plainCitation":"(Li et al., 2025)","noteIndex":0},"citationItems":[{"id":304,"uris":["http://zotero.org/users/11591744/items/QA4V6HZH"],"itemData":{"id":304,"type":"article-journal","container-title":"Transportation Research Part F: Traffic Psychology and Behaviour","DOI":"10.1016/j.trf.2025.05.031","ISSN":"13698478","journalAbbreviation":"Transportation Research Part F: Traffic Psychology and Behaviour","language":"en","page":"270-307","source":"DOI.org (Crossref)","title":"Analyzing the behaviors of pedestrians and cyclists in interactions with autonomous systems using controlled experiments: A literature review","title-short":"Analyzing the behaviors of pedestrians and cyclists in interactions with autonomous systems using controlled experiments","volume":"114","author":[{"family":"Li","given":"Danya"},{"family":"Mao","given":"Wencan"},{"family":"Pereira","given":"Francisco C."},{"family":"Xiao","given":"Yu"},{"family":"Su","given":"Xiang"},{"family":"Krueger","given":"Rico"}],"issued":{"date-parts":[["2025",10]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Li et al., 2025)Sistemas autónomos urbanos (vehículos, autobuses, robots de reparto) y escenarios de interacción con peatones/ciclistas.Identificación de avances, retos y cinco brechas de investigación para mejorar seguridad, eficiencia y aceptación en movilidad autónoma. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"dg2XRTHE","properties":{"formattedCitation":"(Flores Juca et\\uc0\\u160{}al., 2024)","plainCitation":"(Flores Juca et al., 2024)","noteIndex":0},"citationItems":[{"id":414,"uris":["http://zotero.org/users/11591744/items/NLCCDE7K"],"itemData":{"id":414,"type":"article-journal","abstract":"This study presents a methodology to assess the feasibility of turning a conventional road infrastructure for the circulation of motorized vehicles into a sustainable mobility system through the incorporation of bicycle lane. The methodology includes five stages developed in two key moments: the collection and definition of parameters based on a literature review and, the analysis of selected road axes according to the study parameters: roadway section, bicycle lane slope and potentially benefited population. The assessment of the road infrastructure is based on six categories ranging from 1 to 0, where 1 represents the ideal situation and 0 the limit situation. The study will be carried out on the roads connecting the peri-urban sub-centers with the urban center, with the objective of promoting the safe use of bicycles as a means of transportation in an intermediate city in the Andes of Latin America, Cuenca in Ecuador. The study of the four proposed road axes indicates which road presents the optimal conditions for the incorporation of a bicycle lane in its current conditions.","container-title":"NOVASINERGIA REVISTA DIGITAL DE CIENCIA, INGENIERÍA Y TECNOLOGÍA","DOI":"10.37135/ns.01.13.02","ISSN":"26312654","issue":"1","journalAbbreviation":"NOVASINERGIA","language":"es","page":"20-39","source":"DOI.org (Crossref)","title":"Hacia una movilidad sostenible: Metodología de evaluación para la incorporación de carriles de bicicleta en la infraestructura vial de Cuenca.","title-short":"Hacia una movilidad sostenible","volume":"7","author":[{"family":"Flores Juca","given":"Enrique"},{"family":"Mora Arias","given":"Estefanía"},{"family":"Chica","given":"Jessica"}],"issued":{"date-parts":[["2024",1,10]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Flores Juca et al., 2024)Implementación de carriles de bicicletasRicaurte 88.47% pendiente < 6%, Baños 50.76 %, El Valle 52.04%, Sinicay 66.45%; densidades 9664, 8831, 5267, 4208 hab/km2 ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"zc4bAXF9","properties":{"unsorted":true,"formattedCitation":"(Garc\\uc0\\u237{}a Sep\\uc0\\u250{}lveda & Ram\\uc0\\u237{}rez Viveros, 2022)","plainCitation":"(García Sepúlveda & Ramírez Viveros, 2022)","noteIndex":0},"citationItems":[{"id":416,"uris":["http://zotero.org/users/11591744/items/CFRIG87U"],"itemData":{"id":416,"type":"article-journal","abstract":"Urban mobility is increasingly present when addressing strategies for sustainable development within urban areas. Therefore, it is necessary to generate strategies to propose urban planning according to the real needs of the population. Mobility is of the utmost importance for a decent and good quality of life for citizens. Thus, the promotion for the fulfillment of the objectives for the sustainable development of the Agenda 2030 of the United Nations has allowed a new impetus to address the concepts of sustainability in urban transport systems, from a focus of citizen competences that are involved in such development. Analyzing the metropolitan area of Nuevo León is pertinent in this sense, since it is years behind with respect to road culture and urban mobility. Therefore, the objective of this article is to analyze, through indicators proposed by international organizations, the challenges and opportunities of the area, in order to identify and evaluate proposals for urban mobility as a way for sustainable development in Nuevo León. For the present study, a qualitative investigation is carried out, carried out from a documentary and bibliographical analysis.","container-title":"Política, Globalidad y Ciudadanía","DOI":"10.29105/pgc9.17-10","ISSN":"2395-8448","issue":"17","journalAbbreviation":"RPGyC","language":"es","license":"https://creativecommons.org/licenses/by-nc-nd/4.0","page":"01-19","source":"DOI.org (Crossref)","title":"Movilidad urbana como vía para el desarrollo sostenible: Caso Nuevo León","title-short":"Movilidad urbana como vía para el desarrollo sostenible","volume":"9","author":[{"family":"García Sepúlveda","given":"Samuel Alejandro"},{"family":"Ramírez Viveros","given":"Alejandro"}],"issued":{"date-parts":[["2022",12,26]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (García Sepúlveda & Ramírez Viveros, 2022)Planificación de Movilidad Urbana Sostenible - Participación Ciudadana y Gobierno AbiertoEntre 2017 – 2020 hubo 77620 – 64058 accidentes, 7325 – 4306 heridos y 237 – 223 muertes por tránsito en Nuevo Leon ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"5zFkcMgy","properties":{"formattedCitation":"(Escobar et\\uc0\\u160{}al., 2020)","plainCitation":"(Escobar et al., 2020)","noteIndex":0},"citationItems":[{"id":415,"uris":["http://zotero.org/users/11591744/items/F9UAWEC4"],"itemData":{"id":415,"type":"article-journal","abstract":"The objective of this research study is to calculate, analyze, and compare at the global level the conditions of territorial accessibility of the Manizales - Villamaría conurbation between the years 2010 and 2017. The year 2010 is defined as the base scenario (scenario 1) for accessibility calculations and is compared to the year 2017 by two different groups: 1) an academic group composed by the sustainable mobility research group (scenario 2) and 2) a private consultant group contracted by the municipality of Manizales (scenario 3). The results show that the scenario 2 proposes to intervene the west sector while the scenario 3 proposes to intervene the east sector. The results of comparing scenarios 1 and 2 are considered more realistic and consequential than those obtained when comparing scenarios 1 and 3. It is concluded that having unrealistic results may put infrastructure efforts in the wrong direction, and in this particular case, in the opposite direction.","container-title":"Información tecnológica","DOI":"10.4067/S0718-07642020000600003","ISSN":"0718-0764","issue":"6","journalAbbreviation":"Inf. tecnol.","language":"es","page":"3-16","source":"DOI.org (Crossref)","title":"Evolución de las condiciones de accesibilidad media global ofrecida por la red de infraestructuras del transporte en Manizales - Colombia","volume":"31","author":[{"family":"Escobar","given":"Diego A."},{"family":"Ruiz","given":"Santiago"},{"family":"Moncada","given":"Carlos A."}],"issued":{"date-parts":[["2020",12]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Escobar et al., 2020)Red de Infraestructura de Transporte - Velocidad OperativaTiempo Medio de Viaje (Accesibilidad), Gradiente de Variación Temporal ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"G9jOabZj","properties":{"formattedCitation":"(Marino, 2024)","plainCitation":"(Marino, 2024)","noteIndex":0},"citationItems":[{"id":412,"uris":["http://zotero.org/users/11591744/items/XRGLA9DJ"],"itemData":{"id":412,"type":"article-journal","abstract":"Abstract In this paper, the concept of citizenship is related to that of urban mobility, which unfolds in bicycle mobility. To this end, the distribution of the cycling infrastructure in the city of Rio de Janeiro, Brazil, is analyzed. The aim is to relate the socio-spatial distribution of the population in the territory to the available cycling infrastructure. The extension and quality of such infrastructure is investigated in two neighborhoods that are different both in territorial and social terms (Bangu and Copacabana). The results show a concentration of cycling infrastructure of greater extension and quality in Rio de Janeiro’s highest-income neighborhoods (Copacabana) and of lesser extension and quality in the periphery (Bangu), and the difference in existence, extension, and quality of Rio de Janeiro’s cycling infrastructures is related to greater or lesser citizenship.\n , \n Resumo Este artigo relaciona o conceito de cidadania com o da mobilidade urbana, desdobrando-se na mobilidade por bicicletas. Para tanto, é feita uma análise da distribuição da infraestrutura cicloviária na cidade do Rio de Janeiro (RJ). Busca-se relacionar a distribuição socioespacial da população no território com a infraestrutura cicloviária disponível. O trabalho investigou a extensão e a qualidade dessas infraestruturas em dois bairros distintos territorial e socialmente: Bangu e Copacabana. Apontou-se a concentração de infraestrutura cicloviária em extensão e qualidade nos bairros de maior renda no Rio de Janeiro (Copacabana) e de menor extensão e qualidade na periferia (Bangu), relacionando a distinção da existência, da extensão e da qualidade das infraestruturas cicloviárias no território carioca com maior ou menor cidadania.","container-title":"Cadernos Metrópole","DOI":"10.1590/2236-9996.2024-6012.e","ISSN":"2236-9996, 1517-2422","issue":"60","journalAbbreviation":"Cad. Metrop.","language":"es","license":"http://creativecommons.org/licenses/by/4.0/","page":"663-684","source":"DOI.org (Crossref)","title":"Mobility, citizenship, and inequality: analyzing the cycling infrastructure of Rio de Janeiro","title-short":"Mobility, citizenship, and inequality","volume":"26","author":[{"family":"Marino","given":"Filipe Ungaro"}],"issued":{"date-parts":[["2024",5]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Marino, 2024)Infraestructura Física del Carril Bici - Discurso y Narrativa PolíticaExtensión ciclista: Bangu 5.41km, Copacabana 20.51km; densidad 139 vs 535 hab/ha; ingreso 653 vs 3769R$; IDS 0.57 vs 0.73 ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"snWjnX7C","properties":{"formattedCitation":"(Alcaraz & Escudero, 2014)","plainCitation":"(Alcaraz & Escudero, 2014)","noteIndex":0},"citationItems":[{"id":410,"uris":["http://zotero.org/users/11591744/items/LXFISMIN"],"itemData":{"id":410,"type":"article-journal","abstract":"Objetive: systematize the experience Recreational Cycleway, of the Secretariat of Sports & Recreation of Itagüi-Antioquia Municipality, between years 2012-2013. Method: systematizing experiences method with historical hermeneutic approach was used in this estudy. He turned to literature review, interview, observation and survey techniques for the collection of information.","DOI":"https://revistas.udea.edu.co/index.php/viref/article/view/20080/16968","issue":"2","language":"es","page":"38","source":"Zotero","title":"Sistematización de la experiencia Ciclovía recreativa de la Secretaría de Deporte y Recreación del municipio de Itagüí (Antioquia) entre los años 2012-2013","volume":"3","author":[{"family":"Alcaraz","given":"Noreida Puerta"},{"family":"Escudero","given":"Héctor Monroy"}],"issued":{"date-parts":[["2014"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Alcaraz & Escudero, 2014)Implementación y operación del programa "Ciclovía Recreativa"Percepción y satisfacción de los usuarios - Impacto en la práctica de actividad física ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"xX9VDUOT","properties":{"formattedCitation":"(Cobos Guti\\uc0\\u233{}rrez, 2024)","plainCitation":"(Cobos Gutiérrez, 2024)","noteIndex":0},"citationItems":[{"id":417,"uris":["http://zotero.org/users/11591744/items/62TTSCDZ"],"itemData":{"id":417,"type":"article-journal","abstract":"This study aims to analyze the challenges and opportunities in the implementation of bike lanes in urban areas, using the Retablo urbanization in the Comas district as a case study. Utilizing a quantitative approach and a non-experimental design, correlations between bike lane infrastructure and sustainable development were explored. The results indicate that while there are numerous challenges, bike lanes offer significant opportunities to enhance urban mobility and environmental sustainability. It is concluded that environmental coherence and interconnection facilities are key factors for the success of these infrastructures.","container-title":"HORIZONTE EMPRESARIAL","DOI":"10.26495/qt639w16","ISSN":"2313-3414, 2313-3414","issue":"1","journalAbbreviation":"rhe","language":"es","license":"http://creativecommons.org/licenses/by-nc-sa/4.0","page":"397-403","source":"DOI.org (Crossref)","title":"DESAFÍOS Y OPORTUNIDADES EN LA IMPLEMENTACIÓN DE CICLOVÍAS EN ÁREAS URBANAS: CASO DE LA URBANIZACIÓN RETABLO, COMAS","title-short":"DESAFÍOS Y OPORTUNIDADES EN LA IMPLEMENTACIÓN DE CICLOVÍAS EN ÁREAS URBANAS","volume":"11","author":[{"family":"Cobos Gutiérrez","given":"Carlos Eduardo"}],"issued":{"date-parts":[["2024",7,31]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Cobos Gutiérrez, 2024)Existencia y características de la infraestructura de ciclovías - persepción de las dimensiones de la ciclovía1960245629285 17100 171Ciclovía 5,1 km; 62 % hombres; 84 % adultos; 51 % estrato 3; 53 % secundaria; 156-143 usuarios encuestados. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"5XpiCWU8","properties":{"formattedCitation":"(O\\uc0\\u8217{}Donnell, 2023)","plainCitation":"(O’Donnell, 2023)","noteIndex":0},"citationItems":[{"id":409,"uris":["http://zotero.org/users/11591744/items/PUY7USVV"],"itemData":{"id":409,"type":"article-journal","container-title":"ESTUDOS AVANÇADOS","DOI":"10.1590/s0103-4014.2023.37107.004en","language":"es","page":"45-62","source":"Zotero","title":"De la «visión ciclista» al «carril bici de la muerte»: la vida social de las infraestructuras urbanas","author":[{"family":"O’Donnell","given":"Julia"}],"issued":{"date-parts":[["2023"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (O’Donnell, 2023)Existencia y distribución de la infraestructura ciclista - Calidad de la infraestructura ciclistaCiudadanía y desigualdad - Indicadores de calidad de la infraestructura ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"Z6BorbO4","properties":{"formattedCitation":"(Flores & Pelenco, 2020)","plainCitation":"(Flores & Pelenco, 2020)","noteIndex":0},"citationItems":[{"id":413,"uris":["http://zotero.org/users/11591744/items/MAZWYJ9D"],"itemData":{"id":413,"type":"article-journal","abstract":"Las ciudades de hoy en día, deben orientar su desarrollo urbano y económico en proyectos que incluyan a la movilidad no motorizada y a los agentes móviles como eje articulador de toda política pública; incluyendo la instrumentación y metodologías necesarias que identifiquen y fortalezcan la movilidad y la forma urbana. El uso de fondos y programas para proyectos de movilidad urbana motorizada y no motorizada deben permitir el desarrollo de capacidades locales así como la captación y ejecución transparente del presupuesto para la realización de estas obras de gran envergadura con impacto local y regional. Los dos casos abordados en este artículo, dan muestra de la presencia e importancia que han tomado los proyectos destinados a mejorar la movilidad de los agentes móviles, y el esfuerzo local por implementar medios multimodales sustentables.","container-title":"Revista Transporte y Territorio","DOI":"10.34096/rtt.i22.5490","ISSN":"1852-7175","issue":"22","journalAbbreviation":"RTT","language":"es","page":"132-158","source":"DOI.org (Crossref)","title":"Financiamiento a la movilidad motorizada y no motorizada. Ciclovía en Nezahualcóyotl y estación Cuautitlán, Zona Metropolitana del Valle de México.","author":[{"family":"Flores","given":"Jorge Alberto Juárez"},{"family":"Pelenco","given":"Thiany Torres"}],"issued":{"date-parts":[["2020",8,3]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Flores & Pelenco, 2020)Financiamiento federal - Programas de movilidad sustentableCambios en la infraestructura de movilidad - Impacto en patrones de movilidad y accesibilidad ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"7wLM4zGN","properties":{"formattedCitation":"(Guimar\\uc0\\u227{}es et\\uc0\\u160{}al., 2022)","plainCitation":"(Guimarães et al., 2022)","noteIndex":0},"citationItems":[{"id":424,"uris":["http://zotero.org/users/11591744/items/7G3DKV2T"],"itemData":{"id":424,"type":"article-journal","abstract":"Resumo O objetivo foi descrever características de uso e aspectos sociodemográficos e motivacionais de ciclistas usuários do sistema cicloviário da cidade de Pelotas, estado do Rio Grande do Sul. Foi realizado um estudo de métodos mistos com abordagem quantitativa e qualitativa. No total, 841 ciclistas foram amostrados aleatoriamente e entrevistados no componente transversal descritivo do estudo. A maior parte dos usuários eram homens (82,9%), pertencentes à faixa etária entre 30 e 59 anos (55,8%) e trabalhadores da construção civil ou do comércio (47,4%). Mais de 80% utilizam a bicicleta como deslocamento. Embora a grande maioria tenha relatado utilizar bicicleta mesmo em dias de verão e inverno rigorosos, apenas 56,6% relataram manter o uso em dias de chuva. Nove entrevistas semiestruturadas foram realizadas no componente qualitativo e emergiram barreiras como condições climáticas atreladas à qualidade das vias (dias de chuva), relações de trânsito conflituosas e necessidade de melhoria e ampliação das vias em direção aos bairros. Entre as motivações, foram destacadas questões de economia de gastos com transporte e de cuidados da saúde (entre os ciclistas de lazer). Os resultados encontrados apresentam subsídios específicos para intervenções de políticas públicas e necessidade de foco de acordo com seus usuários.\n , \n Abstract The scope of this study was to describe the characteristics of use and sociodemographic and motivational aspects of cyclists who travel on the cycle paths/lanes in the city of Pelotas (Brazil). A descriptive study was conducted applying mixed methods with quantitative and qualitative approaches. A total of 841 cyclists were randomly selected and assessed in the quantitative component. The majority of users were men (82.9%), from the middle age group (55.8%) and workers in the construction industry and local commerce (47.4%). More than 80% of the participants used the bicycle for commuting purposes. Although the large majority reported using the bicycle even in rigorous winter and summer conditions, only 56.6% reported use on rainy days. Nine interviews were performed in the qualitative component and the following barriers emerged: climate conditions related to the quality of streets, (rainy days); complex traffic systems; and the need for qualitative and quantitative improvement in the paths leading to outlying neighborhoods. Saving money with transport and health benefits (among leisure-time cyclists) are the main motivations for using a bicycle. The results reveal specific aspects for improvement in terms of public policies, and the need to prioritize specific user demands.","container-title":"Ciência & Saúde Coletiva","DOI":"10.1590/1413-81232022273.01392021","ISSN":"1678-4561, 1413-8123","issue":"3","journalAbbreviation":"Ciênc. saúde coletiva","license":"http://creativecommons.org/licenses/by/4.0/","page":"1249-1262","source":"DOI.org (Crossref)","title":"Aspectos sociodemográficos, barreiras e motivações de ciclistas de uma cidade sul-brasileira: um estudo de métodos mistos","title-short":"Aspectos sociodemográficos, barreiras e motivações de ciclistas de uma cidade sul-brasileira","volume":"27","author":[{"family":"Guimarães","given":"Italo Fontoura"},{"family":"Ribeiro","given":"José Antônio Bicca"},{"family":"Nicoes","given":"Cintia Ramos"},{"family":"Bacchieri","given":"Giancarlo"},{"family":"Reichert","given":"Felipe Fossati"},{"family":"Crochemore-Silva","given":"Inácio"}],"issued":{"date-parts":[["2022",3]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Guimarães et al., 2022)Infraestructura ciclista - Factores sociodemográficos y climáticosPatrones de uso de la bicicleta - Percepción de barreras y motivaciones ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"EsTXziIq","properties":{"formattedCitation":"(Avalos et\\uc0\\u160{}al., 2025)","plainCitation":"(Avalos et al., 2025)","noteIndex":0},"citationItems":[{"id":394,"uris":["http://zotero.org/users/11591744/items/N7LTGPX7"],"itemData":{"id":394,"type":"article-journal","abstract":"The study analyzed the incorporation of accident prevention measures in road infrastructure design. Through a systematic review of Scopus, Scielo, and Dialnet, 31 relevant articles were selected. Findings highlight that adequate lighting, efficient signage, and geospatial technologies significantly reduce accident rates. Moreover, innovative materials and optimized management enhance both safety and sustainability. The study concludes that integrating advanced technologies and public policies is essential for developing safe, accessible, and sustainable road infrastructure.","container-title":"Espacios","DOI":"10.48082/espacios-a25v46n03p15","ISSN":"07981015, 27390071","issue":"03","journalAbbreviation":"Espacios","language":"es","page":"194-205","source":"DOI.org (Crossref)","title":"Incorporación de medidas de prevención de accidentes en el diseño de infraestructura vial: Una revisión sistemática","title-short":"Incorporación de medidas de prevención de accidentes en el diseño de infraestructura vial","volume":"46","author":[{"family":"Avalos","given":"Edgar"},{"literal":"Universidad César Vallejo"},{"family":"Palomino","given":"Percy"},{"literal":"Universidad César Vallejo"},{"family":"Muñoz","given":"Danixa"},{"literal":"Universidad César Vallejo"}],"issued":{"date-parts":[["2025",5,30]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Avalos et al., 2025)El estudio analizó la incorporación de medidas de prevención de accidentes en el diseño de infraestructura vial.La iluminación eficiente reduce accidentes en 30%, señalización mejora visibilidad 25%, materiales innovadores aumentan estabilidad 40%, drenaje eficiente disminuye siniestralidad 20%. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"lw5tESh8","properties":{"formattedCitation":"(Adu & Dorasamy, 2024)","plainCitation":"(Adu & Dorasamy, 2024)","noteIndex":0},"citationItems":[{"id":396,"uris":["http://zotero.org/users/11591744/items/L62QDBSA"],"itemData":{"id":396,"type":"article-journal","abstract":"Purpose: While it is expected that road transport infrastructure may enhance supply chain cost reduction, the mechanisms and conditions under which road transport infrastructure may enhance supply chain cost reduction are less understood. \n  \nTheoretical framework: Drawing insights from the economic geography perspective, and survey data from 359 senior managers of manufacturing firms in Ghana, we found support for the argument that road transport infrastructure is important in the quest to improve supply chain cost reduction. \n  \nMethods: The hypothesized model was tested with survey data from beverage manufacturing firms in Ghana. The survey method is usually appropriate for strategic management studies. \n  \nResults and Conclusion: Our findings also suggest that road safety does not just support supply chain cost reduction but serves as a transformative mechanism to reap superior supply chain cost reduction in a resource-constrained environment. Our findings make a contemporary contribution to the economic geography theory as well as important managerial guidance for managers in the supply chain management space in resource-constrained regions like SSA. \n  \nResearch implications: The outcome of this study offers an important extension to the frontiers of innovative literature in supply chain management. \n  \nOriginality/value:  It also provides practical insight to practitioners in the manufacturing setting by emphasizing the need to pay crucial attention to road safety as well as invest in road infrastructure development in the quest to reduce supply chain costs.","container-title":"Revista de Gestão Social e Ambiental","DOI":"10.24857/rgsa.v18n6-042","ISSN":"1981-982X","issue":"6","journalAbbreviation":"RGSA","license":"https://creativecommons.org/licenses/by/4.0","page":"26","source":"DOI.org (Crossref)","title":"Road Infrastructure, Supply Chain Costs Reduction, and Road Safety in Economic Geography Perspective","volume":"18","author":[{"family":"Adu","given":"James Peprah"},{"family":"Dorasamy","given":"Nirmala"}],"issued":{"date-parts":[["2024",3,28]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Adu & Dorasamy, 2024)Mejora de carreteras, la inversión en conectividad vial y la implementación de políticas de transporte en Ghana.El modelo explica el 70% de la reducción de costos logísticos, con coeficiente β = 0.4027 y significancia p < 0.001. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"HglvLq01","properties":{"formattedCitation":"(Mart\\uc0\\u237{}nez Rivillasa et\\uc0\\u160{}al., 2010)","plainCitation":"(Martínez Rivillasa et al., 2010)","noteIndex":0},"citationItems":[{"id":389,"uris":["http://zotero.org/users/11591744/items/DESFS5CH"],"itemData":{"id":389,"type":"article-journal","abstract":"The main objective of this essay is to demonstrate the predictability of a landscape sustainability assessment model for Bogotá, based upon primary and secondary sources. The model’s predictability lies on the relevance of considered variables, as well as the consistent interaction among those variables in order to explain multifactor phenomena, such as the sustainable mobility of a city. Finally, a set of possible scenarios, which are aimed to improve the implementation of a sustainable mobility policy, will be presented. This set will be the result of the sustainable mobility assessment model created as a predictive model for the city.","container-title":"Revista de Ingeniería","DOI":"10.16924/revinge.31.2","ISSN":"0121-4993, 2011-0049","issue":"31","journalAbbreviation":"Revista de Ingeniería","language":"es","page":"16-29","source":"DOI.org (Crossref)","title":"Modelo de evaluación de la sostenibilidad territorial de Bogotá: Una propuesta multicriterio con enfoque modelizador de la movilidad de las ciudades","title-short":"Modelo de evaluación de la sostenibilidad territorial de Bogotá","author":[{"family":"Martínez Rivillasa","given":"Alexander"},{"family":"Barragán Zaqueb","given":"William"},{"family":"Campos Orjuela","given":"Aureliano"}],"issued":{"date-parts":[["2010",1]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Martínez Rivillasa et al., 2010)Ocho variables urbano-espaciales (población, transporte, vehículos, ciclorrutas) y doce ambientales (emisiones CO₂, temperatura) de Bogotá entre 2004-2008.Proyecciones al 2020: aumento de vehículos, emisiones CO₂; déficit de suelo; necesidad de stock crítico vehicular y mayor captura de carbono. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"NT1G3CoG","properties":{"formattedCitation":"(Quiroz Campas et\\uc0\\u160{}al., 2020)","plainCitation":"(Quiroz Campas et al., 2020)","noteIndex":0},"citationItems":[{"id":390,"uris":["http://zotero.org/users/11591744/items/RGBEQ38R"],"itemData":{"id":390,"type":"article-journal","abstract":"In the framework of policies against the effects of climate change on public health, mobility policies based on zero carbon dioxide emissions have focused their interest on the implementation of bicycle lanes, the bicycle motor subsidy and restriction of automobiles. In this sense, the objective of this paper has been to establish the reliability and validity of an instrument that measures the perceptions of risk and utility, as well as the intentions of voting in favor of electoral proposals and candidates that support the urban sustainability policy in Subject d mobility. A non-experimental, cross-sectional and exploratory study was carried out with a non-probabilistic sample selection of 250 residents of the metropolitan area of Mexico City. From a structural model. The factors cited were found to correlate positively and significantly, but it is recommended to extend the study to the contrast of the model in other scenarios with local elections and mobility policy based on the use of the bicycle.","container-title":"Propósitos y Representaciones","DOI":"10.20511/pyr2020.v8n1.422","ISSN":"23104635, 23077999","issue":"1","journalAbbreviation":"PyR","language":"en","license":"http://creativecommons.org/licenses/by-nc-nd/4.0","page":"14","source":"DOI.org (Crossref)","title":"Modelo estructural del factor exploratorio de la percepción de movilidad en ciclovías","volume":"8","author":[{"family":"Quiroz Campas","given":"Celia Janeth"},{"family":"Bustos Aguayo","given":"José Marcos"},{"family":"Juárez Nájera","given":"Margarita"},{"family":"Bolivar Mojica","given":"Eyder"},{"family":"García Lirios","given":"Cruz"}],"issued":{"date-parts":[["2020"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Quiroz Campas et al., 2020)Evalúa carriles bici, subsidios y restricción vehicular, midiendo percepciones, riesgos, utilidad e intenciones de voto sostenible urbano.El modelo explicó 60% de la varianza total, con alfas 0.771, 0.765 y 0.778, y correlaciones entre factores de 0.325, 0.436 y 0.412 ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"IBbqBhDP","properties":{"formattedCitation":"(Eltit Neumann, 2011)","plainCitation":"(Eltit Neumann, 2011)","noteIndex":0},"citationItems":[{"id":391,"uris":["http://zotero.org/users/11591744/items/8PM3ARCU"],"itemData":{"id":391,"type":"article-journal","abstract":"The transformations experienced by Temuco are not oblivious to the changes undergone by middle cities as a consequence of globalization, specifically the evolution of the spatial mobility of its inhabitants. The explosive growth of the vehicle fleet and changes in the ways of living present a challenge for the urban structure, leading up to the upgrade and deregulation of urban planning systems. The main consequence, especially for Temuco, is a disjointed, unfinished and without any hierarchy road structure, which, along the increase in the (public and private) motorization, have created traffic jams.","container-title":"Revista INVI","DOI":"10.4067/S0718-83582011000200006","ISSN":"0718-8358","issue":"72","journalAbbreviation":"Revista INVI","language":"es","page":"153-184","source":"DOI.org (Crossref)","title":"Transporte urbano no motorizado: el potencial de la bicicleta en la ciudad de Temuco","title-short":"Transporte urbano no motorizado","volume":"26","author":[{"family":"Eltit Neumann","given":"Verónica Xaviera"}],"issued":{"date-parts":[["2011",8]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Eltit Neumann, 2011)Implementar infraestructura ciclista, promover políticas educativas y fomentar bicicleta como transporte público sostenible, seguro y no motorizado en ciudades.Bicicleta 2%, caminata 38%, bus 37%, auto 14%, parque automotriz 0,143 vehículos/hab, ciclovías 26 km, proyectadas 35,8 km. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"2BBWCj9n","properties":{"formattedCitation":"(Tanikawa Obreg\\uc0\\u243{}n & Paz G\\uc0\\u246{}mez, 2021)","plainCitation":"(Tanikawa Obregón & Paz Gömez, 2021)","noteIndex":0},"citationItems":[{"id":384,"uris":["http://zotero.org/users/11591744/items/7VQTX8IC"],"itemData":{"id":384,"type":"article-journal","abstract":"Mobility is the nodal axis of urban development. From a sustainability paradigm, the use of alternative modes and public transportation has been implemented as a model that integrates economic, social and environmental objectives. For their part, the role of social collectives on the actions of local and national governments have promoted policies that aim to respond to people's need for mobility, without losing sight of the construction of cities for the future. This essay proposes a discussion around the role of pedestrians, based on the conference No. 4 of REHVIF international research network \"inhabiting the cities of the future”. Around this debate, a theoretical review of sustainable urban mobility in Latin America and the Caribbean is presented and key elements are proposed for broader discussions around pedestrians in urban mobility systems but also the social, economic and governmental actors involved in decision making.","container-title":"Boletín de Ciencias de la Tierra","DOI":"10.15446/rbct.n50.94842","ISSN":"2357-3740, 0120-3630","issue":"50","journalAbbreviation":"Bol. Cienc. Tierra","language":"es","license":"https://creativecommons.org/licenses/by-nc-nd/4.0","page":"29-34","source":"DOI.org (Crossref)","title":"El peatón como base de una movilidad urbana sostenible en Latinoamérica: una visión para construir ciudades del futuro","title-short":"El peatón como base de una movilidad urbana sostenible en Latinoamérica","author":[{"family":"Tanikawa Obregón","given":"Kei"},{"family":"Paz Gömez","given":"Diana Marcela"}],"issued":{"date-parts":[["2021",9,27]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Tanikawa Obregón & Paz Gömez, 2021)Se prioriza movilidad activa, infraestructura caminable, participación ciudadana y uso de tecnologías digitales, promoviendo transporte sostenible, seguro e inclusivo.América Latina presenta 176 vehículos por 1000 habitantes, crecimiento 60%; 93% muertes viales en países medios-bajos, peatones 50% víctimas ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"UtGSbbd4","properties":{"formattedCitation":"(Quintero Gonz\\uc0\\u225{}lez, 2019)","plainCitation":"(Quintero González, 2019)","noteIndex":0},"citationItems":[{"id":382,"uris":["http://zotero.org/users/11591744/items/K3S2888S"],"itemData":{"id":382,"type":"article-journal","abstract":"From the territory-transport relationship arises the concept of Transit-Oriented Development (TOD), as a model of urban and territorial planning around transport systems. The objective of this paper is to formulate the strategies of a Sustainable Transit-Oriented Development (STOD) for Colombia. The methodology takes as a starting point the assessment of public policies in relation to urban alternative transport systems in the country and uses as a basis the international postulates for the establishment of the areas in which STOD should be deployed. The results raise as strategic areas to public policy, territory and environment, urban mobility and accessibility, urbanism, economy and society. It is concluded that the strong capacity of urban transformation that transport has, transcends the planning and implementation of STOD, for which comprehensive public policies are required.","container-title":"Bitácora Urbano Territorial","DOI":"10.15446/bitacora.v29n3.65979","ISSN":"2027-145X, 0124-7913","issue":"3","journalAbbreviation":"Bitácora Urbano Territorial","language":"es","license":"https://creativecommons.org/licenses/by/4.0","page":"59-68","source":"DOI.org (Crossref)","title":"Desarrollo Orientado al Transporte Sostenible (DOTS). Una prospectiva para Colombia","volume":"29","author":[{"family":"Quintero González","given":"Julián Rodrigo"}],"issued":{"date-parts":[["2019",9,1]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Quintero González, 2019)Formular las estrategias deun Desarrollo Orientado al Transporte Sostenible(DOTS) para Colombia.1719580928370 17200 172La capacidad de transformación urbana que posee el transporte trasciende a la planeación e implementación del DOTS. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"2d3ALSJv","properties":{"formattedCitation":"(Salcedo et\\uc0\\u160{}al., 2007)","plainCitation":"(Salcedo et al., 2007)","noteIndex":0},"citationItems":[{"id":395,"uris":["http://zotero.org/users/11591744/items/G5TVKN8N"],"itemData":{"id":395,"type":"article-journal","abstract":"This article details the design of a traffic system model for vehicles, which examines the traffic traveling through a series traffic lights on a main road in Bogota. The Adaptive Network Based Fuzzy Inference Systems is used to synchronize the time of duration and phase angle of the traffic lights, and also tries to maintain the maximum possible velocity of the vehicles traveling on the road (Figure 1). The model is simulated in Matlab software and the results are evaluated at macroscopic level with the fixed time model currently operating in Bogota.","container-title":"2008 Electronics, Robotics and Automotive Mechanics Conference","DOI":"10.1109/CERMA.2008.99","issue":"2","language":"es","page":"354-359","source":"DOI.org (Crossref)","title":"Intelligent Model Traffic Light for the City of Bogota","volume":"11","author":[{"family":"Salcedo","given":"Octavio"},{"family":"Pedraza","given":"Luis Fernando"},{"family":"Hernandez","given":"Cesar Augusto"}],"issued":{"date-parts":[["2007"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Salcedo et al., 2007)Diseño de modelo de tráfico vehicular que analiza circulación en vía principal de Bogotá mediante evaluación de semáforos y flujos existentes.El modelo ANFIS aumentó velocidad promedio 33,3%, redujo densidad vehicular 42,6% y disminuyó vehículos en cola 61,7% respecto al sistema fijo. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"LG7eWCl2","properties":{"formattedCitation":"(P\\uc0\\u233{}rez St\\uc0\\u233{}fanov, 2021)","plainCitation":"(Pérez Stéfanov, 2021)","noteIndex":0},"citationItems":[{"id":385,"uris":["http://zotero.org/users/11591744/items/E6BTHEF5"],"itemData":{"id":385,"type":"article-journal","abstract":"In Costa Rica, as in other countries in the region, most social spaces have consolidated around trails, roads and highways that interconnect communities and regions. As more and more roads are being built, and the number of cars in use continues to grow, cultural changes are generated that condition the dynamics of mobility within societies and among users of the road system, often leading to conflicts in the form of traffic accidents with serious individual, family and social repercussions. The perspective of Social Sciences allows a wider reading and deeper knowledge of the needs that affect exposure to the risk of an automobile crash and the characteristics that determine mobility patterns in the large cities of Costa Rica’s Central Valley, in its emerging cities, and in rural areas. Participation of social scientists in theoretical debates and decision making on public policies related to mobility and road safety is essential to overcome the car-centric model that continues to prevail in the management of the road system.","container-title":"Revista ABRA","DOI":"10.15359/abra.41-63.2","ISSN":"2215-2997, 1409-3928","issue":"63","journalAbbreviation":"ABRA","language":"es","license":"https://creativecommons.org/licenses/by-nc-sa/4.0/","page":"33-54","source":"DOI.org (Crossref)","title":"Aportes de las ciencias sociales al abordaje teórico y práctico para el estudio de la movilidad sostenible y la seguridad vial","volume":"41","author":[{"family":"Pérez Stéfanov","given":"Bohián"}],"issued":{"date-parts":[["2021",12,30]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Pérez Stéfanov, 2021)Políticas públicas, educación vial, participación ciudadana e interdisciplinariedad para fortalecer movilidad sostenible y mejorar seguridad vial urbana.Costa Rica registra más de 10.000 muertes viales en 15 años, tasa máxima 17,85/100.000 habitantes, víctimas 80% hombres jóvenes. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"ba4UNKuV","properties":{"formattedCitation":"(Silva D\\uc0\\u237{}az & Muguerza Z\\uc0\\u225{}rate, 2021)","plainCitation":"(Silva Díaz & Muguerza Zárate, 2021)","noteIndex":0},"citationItems":[{"id":383,"uris":["http://zotero.org/users/11591744/items/YDQ5YUX4"],"itemData":{"id":383,"type":"article-journal","abstract":"To consider a city sustainable, a variety of guidelines must be considered that respond to problems generated in it. It is possible to identify, for example, that transportation in a city with recent urban growth, such as Cajamarca, either in a private vehicle or in a public one, is a latent inconvenience for those who live and move around the city. One of the main reasons for the chaos in this city is the lack of adequate urban planning by governments in the face of the explosive migratory movement caused by mining activity in the early 1990s. Within the framework of this problem, the main objective of this research is to analyze urban mobility in the historic center of the district of Cajamarca, Peru. A simple descriptive design was proposed with three data collection instruments: observation sheets, surveys, and interviews with experts. It was possible to identify that the lack of vision to face this problem manifested in road congestion, environmental pollution, urban fragmentation, informality in transportation systems, high economic costs in the population, and the almost null access to public spaces. This shows a city with violent growth, socially polarized, and highly disorganized. In conclusion, there is a notorious fragmentation between mobility and the city due to the lack of comprehensive policies and spontaneous growth, among other factors. In this sense, although Cajamarca is a city with historical potential, it has suffered the progressive deterioration of its urban fabric due to this scenario.","container-title":"Revista Ciudades, Estados y Política","DOI":"10.15446/cep.v8n3.95283","ISSN":"2389-8437, 2462-9103","issue":"3","journalAbbreviation":"Rev. Ciudades Estados Política","language":"es","license":"https://creativecommons.org/licenses/by-nc-sa/4.0","page":"37-60","source":"DOI.org (Crossref)","title":"Análisis de la movilidad urbana del centro histórico del distrito de Cajamarca, Perú","volume":"8","author":[{"family":"Silva Díaz","given":"Herbert Sebasthian"},{"family":"Muguerza Zárate","given":"Adriana Verónica"}],"issued":{"date-parts":[["2021",9,26]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Silva Díaz & Muguerza Zárate, 2021)Analizar la movilidadurbana en el centro histórico del distrito de Cajamarca, PerúEl 84% de vehículos circula con uno o ningún pasajero, 46% peatones inseguros, contaminación media-alta y congestión elevada afectan movilidad. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"YRJQCMN4","properties":{"formattedCitation":"(Goyes-Balladares & Moya-Jim\\uc0\\u233{}nez, 2022)","plainCitation":"(Goyes-Balladares & Moya-Jiménez, 2022)","noteIndex":0},"citationItems":[{"id":388,"uris":["http://zotero.org/users/11591744/items/WQH8KXJ7"],"itemData":{"id":388,"type":"article-journal","abstract":"The intensified urbanization process of recent decades has highlighted the need to plan cities, suitably considering people’s mobility. The goal of this article is to analyze the mobility conditions of Ambato city center using a sustainability approach. The methodology used was based on a theoretical review and analysis of official documents, fieldwork, and observation records. The results were obtained by analyzing objective and technical variables that show the study area’s potentialities and weaknesses to develop active and less polluting modes of transport. A reflection on the characteristics of pedestrians, cyclists, and mass public transport is presented to propose management strategies that aim at strengthening the current mobility model.","container-title":"Revista Hábitat Sustentable","DOI":"10.22320/07190700.2022.12.02.05","ISSN":"0719-0700","issue":"2","journalAbbreviation":"RHS","language":"en","license":"https://creativecommons.org/licenses/by-sa/4.0/deed.en","page":"66-83","source":"DOI.org (Crossref)","title":"Aprovechamiento y presentación de potencialidades sostenibles en el modelo de movilidad urbana del centro de la ciudad de Ambato","volume":"12","author":[{"family":"Goyes-Balladares","given":"Andrea Cristina"},{"family":"Moya-Jiménez","given":"Roberto Carlos"}],"issued":{"date-parts":[["2022",12,31]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Goyes-Balladares & Moya-Jiménez, 2022)Condiciones de movilidad del centro de la ciudad de Ambato desde un enfoque de sostenibilidad.El 37% usa automóvil, 34% transporte público, 13% modos no motorizados; 392 buses operan 22 rutas con 80 pasajeros promedio. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"aom3UP77","properties":{"formattedCitation":"(Bocarejo, 2009)","plainCitation":"(Bocarejo, 2009)","noteIndex":0},"citationItems":[{"id":286,"uris":["http://zotero.org/users/11591744/items/ZYINCZZ7"],"itemData":{"id":286,"type":"article-journal","container-title":"Revista de Ingeniería","DOI":"http://www.scielo.org.co/scielo.php?script=sci_abstract&pid=S0121-49932009000100010&lng=es&nrm=iso&tlng=es","ISSN":"0121-4993","issue":"29","language":"en","page":"75-81","source":"SciELO","title":"Long Term Prospective of Urban Mobility in Bogotá and Sustainable Policies","author":[{"family":"Bocarejo","given":"Juan Pablo"}],"issued":{"date-parts":[["2009",6]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Bocarejo, 2009)Inversión en transporte público. Restricción al automóvil. Densificación urbana.Distribución modal de viajes. Niveles de emisiones contaminantes. Inversión requerida en infraestructura. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"GTfiDLWL","properties":{"formattedCitation":"(Dextre & Cebollada Frontera, 2014)","plainCitation":"(Dextre & Cebollada Frontera, 2014)","noteIndex":0},"citationItems":[{"id":289,"uris":["http://zotero.org/users/11591744/items/KDQFBJNB"],"itemData":{"id":289,"type":"article-journal","abstract":"Notes about road safety: A review from the social sciences This article aims to suggest a critical approach to the concept of road safety. The lack of road safety is a serious public health problem in the world. It is also a cause of inequality between countries and between social groups. Despite the efforts of local, national and international authorities to eradicate traffic accidents, the problem persists and the gaps are growing. The lack of solutions is not only due to the scarcity of resources. Moreover, theoretical and analytical approaches are wrong; thus, solutions are not going to the roots of the problem, and are only pointing to the symptoms. The article justifies the need for a conceptual shift in the analysis and treatment of road safety, by including a social sciences perspective, where systemic analysis is essential.","container-title":"Documents d'Anàlisi Geogràfica","DOI":"10.5565/rev/dag.103","ISSN":"2014-4512, 0212-1573","issue":"2","journalAbbreviation":"dag","language":"es","license":"https://creativecommons.org/licenses/by-nc/4.0","page":"419-433","source":"DOI.org (Crossref)","title":"Notas en torno a la Seguridad Vial: una revisión desde las ciencias sociales","title-short":"Notas en torno a la Seguridad Vial","volume":"60","author":[{"family":"Dextre","given":"Juan Carlos"},{"family":"Cebollada Frontera","given":"Àngel"}],"issued":{"date-parts":[["2014",6,2]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Dextre & Cebollada Frontera, 2014)Conceptualización de la seguridad vial, incorporación de ciencias sociales, análisis sistémico.La tasa de mortalidad en accidentes de tránsito, con 21.5 muertos por cada 100,000 habitantes en países de bajos ingresos. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"xEDgqJGk","properties":{"formattedCitation":"(Garc\\uc0\\u237{}a Pereda & Gonz\\uc0\\u225{}lez Fraga, 2025)","plainCitation":"(García Pereda & González Fraga, 2025)","noteIndex":0},"citationItems":[{"id":315,"uris":["http://zotero.org/users/11591744/items/ZWZ8KME9"],"itemData":{"id":315,"type":"article-journal","abstract":"El presente artículo repasa un estudio de la CNMC (2025) sobre el sector de la formación vial. La formación vial tiene una gran relevancia económica y social y está sujeta a una regulación muy restrictiva, que busca preservar la seguridad vial. El análisis muestra que existe margen para mejorar el funcionamiento del sector desde la óptica de la competencia y la regulación eficiente, sin necesidad de comprometer este fin. Para ello, se realiza una serie de recomendaciones encaminadas a: i) flexibilizar el régimen de enseñanza de la conducción, ii) facilitar la apertura de centros de formación para conductores, iii) facilitar el acceso a las profesiones relacionadas con la actividad, iv) mejorar la gestión de la capacidad de examen, y v) promover activamente una competencia efectiva en los mercados.","container-title":"ICE, Revista de Economía","DOI":"10.32796/ice.2025.939.7914","ISSN":"2340-8790, 0019-977X","issue":"939","journalAbbreviation":"Revista ICE","language":"es","page":"199-212","source":"DOI.org (Crossref)","title":"Cómo modernizar la formación vial: propuestas para un sector más competitivo y eficiente","title-short":"Cómo modernizar la formación vial","author":[{"family":"García Pereda","given":"Andrés"},{"family":"González Fraga","given":"Alejandro"}],"issued":{"date-parts":[["2025",6,18]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (García Pereda & González Fraga, 2025)Regulación del sector, flexibilización enseñanza, apertura centros, gestión exámenes, competencia efectiva.El número de permisos de conducir expedidos anualmente en España, que es de aproximadamente 900,000. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"Ma2Ym9SK","properties":{"formattedCitation":"(Guavita Hernandez et\\uc0\\u160{}al., 2017)","plainCitation":"(Guavita Hernandez et al., 2017)","noteIndex":0},"citationItems":[{"id":302,"uris":["http://zotero.org/users/11591744/items/5KSEBPNB"],"itemData":{"id":302,"type":"article-journal","abstract":"This article presents a literature review of research articles on overpasses through four categories: vehicle capacity, level of service, mobility and different types of intersection overpasses. The field of interest is centered at intersections, which play a major role in mobility in cities with high rates of traffic. These s should be applied to both pedestrians and vehicles, considering safety, comfort, functionality, economy, culture and environmental impact; These factors optimize the planning, design and construction of intersections either at the level, slope or higher; however by various factors such capacity is affected, resulting in increased travel times, accidents and stress for drivers. Vissim as traffic simulation tool, it lets you enter and understand the different variables that affect the behavior of an intersection, and model the best solution to optimize the capacity of it.","DOI":"http://hdl.handle.net/11396/4981","language":"es","page":"10","source":"Zotero","title":"CAPACIDAD EN INTERSECCIONES A DESNIVEL PARA ZONAS URBANAS: UN ESTADO DEL ARTE Capacity of underpass and overpass intersections in urban","author":[{"family":"Guavita Hernandez","given":"Cindy Lorena"},{"family":"López Jurado","given":"Lency Marcela"},{"family":"Garzón Soler","given":"Nelson Andrés"}],"issued":{"date-parts":[["2017"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Guavita Hernandez et al., 2017)Intersecciones a desnivel, movilidad urbana, seguridad vial, simulación con Vissim.El porcentaje de aumento de la capacidad vial, como el 30.4% registrado tras la construcción de un paso elevado. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"PV1i6Xoj","properties":{"formattedCitation":"(Gibsone et\\uc0\\u160{}al., 2011)","plainCitation":"(Gibsone et al., 2011)","noteIndex":0},"citationItems":[{"id":341,"uris":["http://zotero.org/users/11591744/items/A3SSGXY8"],"itemData":{"id":341,"type":"article-journal","DOI":"http://www.scielo.org.co/scielo.php?script=sci_arttext&pid=S0122-44092011000200007","issue":"2","language":"es","page":"485-514","source":"Zotero","title":"Algunas reflexiones sobre la movilidad urbana en Colombia desde la perspectiva del desarrollo humano","volume":"16","author":[{"family":"Gibsone","given":"Claudia Dangond"},{"family":"Jolly","given":"François"},{"family":"Vilches","given":"Alejandra Monteoliva"},{"family":"Parra","given":"Fernando Rojas"}],"issued":{"date-parts":[["2011"]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Gibsone et al., 2011)Enfoque de oferta en planificación. Infraestructura determina localización actividades. Políticas públicas centradas en ciudadano.Movilidad como derecho ciudadano. Desarrollo humano y capacidades. Nuevo proyecto de ciudad sostenible. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"ewwLv5Pa","properties":{"formattedCitation":"(Ferreira et\\uc0\\u160{}al., 2022)","plainCitation":"(Ferreira et al., 2022)","noteIndex":0},"citationItems":[{"id":386,"uris":["http://zotero.org/users/11591744/items/78AZLAHX"],"itemData":{"id":386,"type":"article-journal","abstract":"ECONOMIC BENEFITS OF CYCLING ON A LOCAL SCALE: ESTIMATION OF POTENTIAL ENVIRONMENTAL, ENERGY, AND HEALTH IMPACTS IN PORTUGAL. Research on sustainable urban mobility has highlighted the value of the bicycle and its economic, social, and environmental benefits. However, despite the consensus on the positive aspects, the paradigm shift that allows the bicycle to be affirmed as a means of daily commuting faces many challenges, especially in contexts where it is rarely used. In Portugal, according to the 2011 Census only 0.5% of the population uses the bicycle in their daily urban mobility. It is in this context that the BOOST project developed a Roadmap for Starter Cities that integrates the estimation of the potential economic value of cycling at a local scale. The results show that an increase of about 2% in the modal share of the bicycle in 10 years, in the whole of Portuguese municipalities, can correspond to annual cost reductions of more than 1.1 million euros in CO2 emissions, to almost 25 million euros in fuel consumption and 500 thousand euros in air quality. As for the health benefits, the reduction in mortality associated with physical activity and the reduction of air pollution represent a potential positive economic impact of more than 140 million euros in 10 years for Portugal. In this sense, it is possible to conclude that more sustainable travel patterns and in which the bicycle assumes a more relevant position in urban mobility will have economic impacts, at least in terms of health, energy, and environment.","container-title":"Finisterra","DOI":"10.18055/FINIS25261","language":"pt","license":"Creative Commons Attribution Non Commercial No Derivatives 4.0 International","note":"dimensions: 87-107 Páginas\npublisher: Finisterra","page":"87-107 Páginas","source":"DOI.org (Datacite)","title":"O valor económico da bicicleta à escala local:","title-short":"O valor económico da bicicleta à escala local","author":[{"family":"Ferreira","given":"João Pedro"},{"family":"Isidoro","given":"Catarina"},{"family":"Moura E Sá","given":"Frederico"},{"family":"Mota","given":"José Carlos"}],"issued":{"date-parts":[["2022",5,19]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Ferreira et al., 2022)Implementación de infraestructura ciclista, incentivos, campañas educativas, gestión automovilística y servicios complementarios urbanos sostenibles.Un incremento del 2% en uso de bicicleta ahorra 1,1 millones CO₂, 25 millones combustible, 500 mil aires, 140 millones salud. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"paVb0hxR","properties":{"formattedCitation":"(Vald\\uc0\\u233{}z S\\uc0\\u225{}nchez & P\\uc0\\u233{}rez D\\uc0\\u225{}vila, 2021)","plainCitation":"(Valdéz Sánchez & Pérez Dávila, 2021)","noteIndex":0},"citationItems":[{"id":392,"uris":["http://zotero.org/users/11591744/items/H4BNFD4D"],"itemData":{"id":392,"type":"article-journal","abstract":"Actualmente, las ciudades concentran una gran parte de las actividades económicas y sociales y representan una oportunidad y un estilo de vida para muchas personas. Sin embargo, la presencia de externalidades como la contaminación y una mala calidad de vida, han ocasionado que, en general, se diseñen alternativas para que las ciudades no solo representen crecimiento económico, sino también un desarrollo sostenible a partir de la realización de políticas públicas. El uso de la bicicleta es una práctica que interviene en la dinámica económica de una manera viable y positiva y se presenta como una alternativa para mejorar la movilidad urbana, reduciendo el tiempo de traslado, sobre todo si se tiene una infraestructura adecuada para los ciclistas. Se trata de que la bicicleta no solo sea un modo de transporte que apoye al medio ambiente y a la salud del usuario, sino que también intervenga en las actividades económicas que puedan generar un crecimiento para los países y una importancia en la cultura vial y ambiental.","container-title":"A&P Continuidad","DOI":"10.35305/23626097v8i14.296","ISSN":"2362-6097, 2362-6089","issue":"14","journalAbbreviation":"A&P","language":"es","license":"https://creativecommons.org/licenses/by-nc-sa/4.0","page":"15","source":"DOI.org (Crossref)","title":"La dinámica económica del uso de la bicicleta y su impacto en el desarrollo sostenible","volume":"8","author":[{"family":"Valdéz Sánchez","given":"Isela Claudia"},{"family":"Pérez Dávila","given":"Esperanza"}],"issued":{"date-parts":[["2021",7,8]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Valdéz Sánchez & Pérez Dávila, 2021)Infraestructura ciclista, políticas públicas, incentivos económicos, campañas educativas, regulación urbana, promoción cultural, accesibilidad segura y sostenible.1722120591820 17300 173Incremento uso bicicleta, reducción contaminación, ahorro económico, mejoras salud pública, seguridad vial, inclusión social, sostenibilidad ambiental. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"v6knegdF","properties":{"formattedCitation":"(Siordia Galindo & Galindo Gonz\\uc0\\u225{}lez, 2020)","plainCitation":"(Siordia Galindo & Galindo González, 2020)","noteIndex":0},"citationItems":[{"id":393,"uris":["http://zotero.org/users/11591744/items/BLX3KUZ4"],"itemData":{"id":393,"type":"article-journal","abstract":"El ciclismo de montaña es hoy uno de los deportes más practicados. A través de este, los deportistas buscan disfrutar de forma sana el paisaje y estar en contacto con la naturaleza. Sin embargo, esto ha provocado que algunas zonas protegidas se vean saturadas de visitantes, lo cual ha repercutido en el deterioro del medio ambiente. Un ejemplo de ello es el bosque La Primavera, ubicado en Jalisco, México. En sus 11 rutas ciclistas, La Primavera recibe alrededor de 1189 ciclistas por semana, de acuerdo con datos dados a conocer en 2017 (la tendencia indica que el número al día de hoy es mayor). Dicha cifra motivó a que se llevara a cabo una investigación de tipo cualitativa para conocer de manera preliminar el impacto ambiental que está sufriendo esta zona protegida, en especial en cuatro de las rutas de ciclismo y en una zona de parqueadero de automóviles para los ciclistas que asisten a este bosque. Para alcanzar esta meta, se elaboró una matriz de impacto ambiental que permitió identificar los tipos de impacto, sus indicadores y la intensidad de los mismos. Los resultados muestran que dos de las rutas tienen un impacto alto en cuanto a daño a la vegetación y compactación de suelo; de igual forma, dos de las rutas presenta un impacto alto ocasionado por la erosión; además, tres de las rutas y la zona de aparcamiento presentan un alto impacto sobre la fauna; aunado a ello, tres de las rutas y la zona de aparcamiento presentan un impacto medio causado por contaminación, y finalmente, las cuatro rutas y la zona de estacionamiento presentan un impacto medio en cuanto a la modificación del paisaje. Se concluye que no existe un control adecuado del ingreso de los ciclistas, que no se contempló la capacidad de carga que puede soportar este bosque de una manera equilibrada, que también es necesario un estudio de impacto ambiental más profundo y de tipo cuantitativo con la intención de que se tomen medidas a tiempo, antes de que los daños al ambiente de esta zona natural tan valiosa sean irreparables. También se consideró necesario modificar los reglamentos y exigir su cumplimiento. Y de igual importancia es la recomendación de capacitar a los ciclistas mediante un taller teórico-práctico sobre educación ambiental como requisito para hacer uso de las rutas de ciclismo del bosque La Primavera.","container-title":"RIDE Revista Iberoamericana para la Investigación y el Desarrollo Educativo","DOI":"10.23913/ride.v11i21.810","ISSN":"2007-7467","issue":"21","journalAbbreviation":"RIDE","language":"es","license":"https://creativecommons.org/licenses/by/4.0","page":"23","source":"DOI.org (Crossref)","title":"Impacto ambiental por el ciclismo de montaña en el bosque La Primavera y una propuesta de educación ambiental","volume":"11","author":[{"family":"Siordia Galindo","given":"Salvador"},{"family":"Galindo González","given":"Leticia"}],"issued":{"date-parts":[["2020",12,17]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Siordia Galindo & Galindo González, 2020)Control de acceso, regulación normativa, educación ambiental, capacidad de carga, monitoreo, señalización, gestión sostenible.Impacto en vegetación, erosión, compactación suelo, afectación fauna, contaminación, modificación paisaje, conservación ambiental, equilibrio ecosistémico. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"BF403n39","properties":{"unsorted":true,"formattedCitation":"(Nuri Bar\\uc0\\u243{}n, 2020)","plainCitation":"(Nuri Barón, 2020)","noteIndex":0},"citationItems":[{"id":419,"uris":["http://zotero.org/users/11591744/items/WB6EV6RG"],"itemData":{"id":419,"type":"article-journal","abstract":"El Diseño para la Transición es una disciplina que propone la formulación de visiones de futuro que sean el resultado de innovación local ascendente en constante evolución. En relación a la problemática de movilidad urbana, la sostenibilidad se logra mediante las elecciones de estilos de vida que han sido impulsadas por la visión, al crear espacios de debate acerca de nuevas formas de ser y de hacer, y mediante el co-diseño estrategias para materializar esa visión. \nEn el ámbito de la movilidad sostenible, la innovación no necesita ser de índole material, sino que resulta de la gestión eficiente, inteligente y participativa de los recursos. Es radical en sus concepciones acerca del bienestar, que se alejan de las propuestas por el mercado y se acercan a aquellas innatas a las personas. Se trata de una movilidad a escala humana, centrada en el usuario no sólo a nivel de escala física, sino a escala emocional y cognitiva. El siguiente trabajo presenta una revisión bibliográfica sobre la movilidad como actividad trasversal a todas las actividades urbanas, proponiendo la bajada a la escala humana como estrategia para la transición. Finalmente se propone un escenario viable de movilidad sostenible donde el rol del diseñador como operador cultural se vuelve fundamental.","container-title":"Cuadernos del Centro de Estudios de Diseño y Comunicación","DOI":"10.18682/cdc.vi80.3701","ISSN":"1853-3523, 1668-0227","issue":"80","journalAbbreviation":"Cuadernos","language":"es","page":"153-172","source":"DOI.org (Crossref)","title":"La transición urbana y social hacia un paradigma de movilidad sostenible","author":[{"family":"Nuri Barón","given":"Gabriela"}],"issued":{"date-parts":[["2020",8,24]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Nuri Barón, 2020)Accesibilidad, caminata, ciclismo y espacio público.Movilidad sostenible, seguridad percibida, bienestar urbano, elección modal y experiencia del usuario. ADDIN ZOTERO_ITEM CSL_CITATION {"citationID":"ERpOtiSi","properties":{"formattedCitation":"(V\\uc0\\u225{}zquez N\\uc0\\u225{}jera et\\uc0\\u160{}al., 2021)","plainCitation":"(Vázquez Nájera et al., 2021)","noteIndex":0},"citationItems":[{"id":418,"uris":["http://zotero.org/users/11591744/items/6GLFA93P"],"itemData":{"id":418,"type":"article-journal","abstract":"El objetivo de este trabajo fue determinar los motivos de la movilidad o desplazamiento de habitantes de la Ciudad de México y especificar el propósito del viaje y el tipo de transporte utilizado, así como observar de manera directa el involucramiento de la mujer en todo ello. Asimismo, con la información anterior, diseñar una propuesta de administración del transporte público y la movilidad de los usuarios para optimizar sus tiempos y movimientos. Para lo anterior, se tomaron datos de la Encuesta Origen Destino en Hogares de la Zona Metropolitana del Valle de México (EOD) 2017 del Instituto Nacional de Estadística y Geografía [Inegi] (2017). La muestra fue de 160 095 personas. Se realizó la prueba del coeficiente de Pearson para determinar el grado de correlación entre las variables relacionadas con la movilidad. Los resultados reflejaron lo siguiente: el género (0.8865) se relaciona con el propósito de ir al hogar (0.9200), ir al trabajo (0.8967), al lugar de estudio (0.9971), para ir de compras (0.7898), al lugar de convivencia (0.9528), para llevar a alguien a un destino (0.7282), para realizar trámites (0.9808), para acudir a un recinto de salud (0.8944) y para acudir a un lugar religioso (0.8115). Se concluye que la correlación más alta es en el desplazamiento para ir a estudiar; enseguida, para acudir a lugares de convivencia, y un tercer motivo, dirigirse al hogar. Finalmente, se propone considerar la formación humana e incidir de manera directa desde la educación para formar agentes de transformación y lograr una administración eficiente del transporte público.","container-title":"RIDE Revista Iberoamericana para la Investigación y el Desarrollo Educativo","DOI":"10.23913/ride.v11i22.957","ISSN":"2007-7467","issue":"22","journalAbbreviation":"RIDE","language":"es","license":"https://creativecommons.org/licenses/by/4.0","page":"26","source":"DOI.org (Crossref)","title":"La administración del transporte urbano: alternativa de uso sustentada en la educación sostenible","title-short":"La administración del transporte urbano","volume":"12","author":[{"family":"Vázquez Nájera","given":"Laura"},{"family":"Martínez Ortega","given":"Ma. De Los Ángeles"},{"family":"Jiménez García","given":"Martha"}],"issued":{"date-parts":[["2021",6,1]]}}}],"schema":"https://github.com/citation-style-language/schema/raw/master/csl-citation.json"} (Vázquez Nájera et al., 2021)Género, hogar, trabajo, estudios, compras, convivencia y salud.Motivos de viaje, tipo de transporte, correlación de movilidad – género y administración eficiente transporte.Nota. En la tabla 1 se muestran los resultados obtenidos con respecto a la búsqueda de artículos científicos. Fuente: Elaboración propia.A partir de los resultados de búsqueda se puede afirmar que el análisis de los 50 artículos seleccionados permitió agrupar los hallazgos en tres categorías principales relacionadas con la integración de ciclovías y señalización vial sostenible. Entre ellos el Impacto de la Infraestructura Ciclista en el Comportamiento Urbano, el Rol Articulador de la Señalización y la Tecnología y los Factores Sociotécnicos para la Aceptación y Sostenibilidad.055930800DISCUSIÓNLos resultados revelan que la construcción de ciclovías es insuficiente; además el estudio de (Vizcarra Silvestre et al., 2024) cuantifica un alarmante 74.3% de usuarios "nada satisfechos", atribuyendo este fracaso a deficiencias materiales (70%) y de seguridad (75.7%), esto se complementa con los hallazgos de (Quiroz Campas et al., 2020) cuyo modelo explicó el 60% de la varianza en la percepción de movilidad, identificando los riesgos percibidos como barrera crucial. La planificación que ignora estas dimensiones cualitativas condena al fracaso las intervenciones.53321641737995 17400 174Es importante mencionar que las soluciones tecnológicas muestran impactos medibles, entre ellos los algoritmos de (Magnana et al., 2024) redujeron el tiempo de espera de ciclistas versus sistemas no seguros, mientras (Adarbah et al., 2024) lograron hasta 12% de reducción en paradas vehiculares; por otro lado, (Hassanpour & Bigazzi, 2025) revelan disparidades entre velocidad real y percibida en usuarios de micromovilidad, destacando que la señalización debe abordar tanto dimensiones objetivas como subjetivas de la seguridad.La síntesis de (Avalos et al., 2025) cuantifica reducciones del 30% en accidentes con mejor iluminación y (García Sepúlveda & Ramírez Viveros, 2022) destacan la participación ciudadana como esencial para la sostenibilidad, por ello el equilibrio entre los resultados y las percepciones usuarias constituye la base para una movilidad verdaderamente sostenible.CONCLUSIONESLa integración efectiva de ciclovías y señalización vial sostenible requiere un enfoque mixto que combine evidencias cuantitativas y cualitativas; los datos muestran que mejoras técnicas específicas generan impactos medibles, entre ellos la señalización visible la cual reduce accidentes en 25% (Avalos et al., 2025), sistemas semafóricos inteligentes disminuyen tiempos de espera (Magnana et al., 2024), y materiales de calidad aumentan la estabilidad en 40%; sin embargo, estas medidas deben complementarse con la evaluación cualitativa de la percepción usuario, donde dimensiones como la sensación de seguridad emergen como pensador crítico del uso continuo.La sostenibilidad de estas intervenciones depende de integrar la infraestructura cuantificablemente eficiente, tecnologías validadas (como gemelos digitales que reducen paradas vehiculares en 12%), y procesos participativos que capturen percepciones ciudadanas; considerando también el fracaso documentado en casos como Tacna (74.3% de insatisfacción) evidencia las consecuencias de priorizar medidas de cobertura sobre indicadores cualitativos de satisfacción.REFERENCIAS BIBLIOGRÁFICASAdarbah, H. 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