Dissertations / Theses on the topic 'Accessibilità territoriale'

La tesi presenta alcuni risultati fin qui elaborati di una ricerca sulle relazioni tra localizzazione residenziale, dotazioni di servizi di prossimità e accesso alle opportunities urbane condotta a Milano, Bologna e Torino. Nello specifico la tesi è divisa in tre sezioni: una di tipo teorico, una metodologica e una di carattere empirico. La sezione teorica presenta come oggetti principali i due concetti centrali del progetto: la mobilità e l’accessibilità spazio-temporale. Le due proprietà sono analizzate sia da un punto di vista concettuale che operativo. Nella sezione metodologica viene presentata la ricerca empirica. La terza sezione dell’elaborato presenta i dati dell’analisi empirica.

The activities carried out for this research have been developed following a methodological pathway that starts from a cultural question, i.e which planning "strategies" can be adopted in an alpine geographic area undergoing high depopulation trends despite a certain degree of economic maturity, such as in the case of Belluno province. To this end, all possible "policies" have been analysed with the goal to change this criticality, starting from the consideration that the geographical isolation of this territory is caused by the absence of an alpine road pass to the North and the infrastructural deficit of the whole Province. The main issues addressed are listed here below: • Accessibility, to understand how it can influence territorial disparities; • The social demands of the territory of Belluno Province with reference to the accessibility to the North; • The transport scenarios that are being strategically developed in relation to national and international connections (those we could define as "new communication strategies"); • The elaboration and application of a new evaluation model as a decision support, called Analytic Hierarchy Process (AHP), within a process of Strategic Environmental Assessment (SEA). In particular, the last aspect has been developed by identifying an evaluation model, among the many others in literature, which could ensure a better effectiveness of the SEA process, a general method to evaluate the sustainability of programming processes (as the "policies" of territorial development) and planning. In this sense the AHP has been considered, and it has been developed not only to test its effectiveness as an evaluation instrument, able to produce important results to support decisions, but also to verify whether this model can be used in the general SEA process. This experimentation of integrating the AHP model into the SEA has thus shown that the AHP can increase the effectiveness of the SEA (if the AHP model is applied during the ex ante stage of the SEA), by improving its strategic significance, in the sustainability checks of large-scale planning and programming actions.
Le attività condotte ai fini di questa ricerca sono state sviluppate seguendo un percorso metodologico che parte da un quesito di carattere culturale, ovvero quali "strategie" pianificatorie si possono adottare in un ambito geografico alpino oggetto di un elevato fenomeno di spopolamento, nonostante una certa maturità economica, come il caso della provincia di Belluno. A tal fine sono state indagate le possibili "politiche" da sviluppare per modificare tale criticità, partendo dalla constatazione che l'isolamento geografico di questo territorio è causato dall'assenza di un valico alpino a Nord e dal deficit infrastrutturale dell'intera provincia. I temi affrontati sono i seguenti: • l'accessibilità, per comprendere quanto essa possa influire sulle sperequazioni territoriali; • le domande sociali del territorio bellunese interessate al tema dell'accessibilità verso Nord; • gli scenari trasportistici che si stanno configurando a livello strategico riguardo alle connessioni nazionali ed internazionali (ossia quelle che potremmo definire come "nuove geografie delle comunicazioni"); • la costruzione e l'applicazione di un modello di valutazione di supporto alle decisioni, denominato Analytic Hierarchy Process (AHP), all'interno di un processo di Valutazione Ambientale Strategica (VAS). L'ultimo aspetto, in particolare, è stato sviluppato individuando un modello valutativo, tra i molti presenti in letteratura, che permettesse di migliorare l'efficacia del processo di VAS, metodo generale per valutare la sostenibilità dei processi programmatori (come le "politiche" di sviluppo territoriale) e pianificatori. In questo senso si è posta l'attenzione sull'AHP che è stata sviluppata non solo per testarne l'efficacia come strumento valutativo, ovvero capace di fornire risultati significativi nel supporto alle decisioni, ma anche per verificare se detto modello può essere collocato nel generale processo di VAS. Tale sperimentazione di integrazione del modello AHP nella VAS, ha quindi permesso di dimostrare che l'AHP può rendere maggiormente efficace la VAS (se il modello AHP viene applicato nella fase ex ante della VAS), aumentandone il significato strategico, nella verifica della sostenibilità di azioni pianificatorie e programmatorie a scala vasta.

Cette recherche vise à caractériser les tensions prospectives sur l'usage de l'automobile en Île-de-France, et à tester la capacité du mode ferroviaire à y répondre. L’analyse des tensions est construite à partir de l’étude de travaux prospectifs sur l’usage de l’automobile, et de déterminants territoriaux et sociétaux. Une combinaison de ces éléments conclut à une tension effective, entre injonctions énergétiques et environnementales à la modération, déterminants jouant en partie en faveur de l’automobile, et solutions technologiques imparfaites. Ces tensions s’observent déjà. Deux approches sont sollicitées pour analyser les potentialités d’alternative du mode ferroviaire. La première compare l’accessibilité de l’automobile et du mode ferroviaire aujourd’hui et à horizon 2020, et aboutit à une typologie de gares en fonction de leur desserte et de leur distance à Paris. La question de la charge du réseau ferroviaire doit également être posée. Elle est abordée à l’échelle globale du réseau, à celle des trains et à celle des gares, en comparant l’évolution de l’offre et de la demande à horizon 2030. La démarche fait ressortir des lieux et des moments potentiels de saturation. Les deux approches constituent une évaluation des politiques de planification territoriale en Île-de-France, et permettent d’interroger la place des acteurs, notamment ferroviaires, à l’intérieur de ce système
This research aims at identifying the prospective strains on car use in the Paris region, testing the response capacity of the rail system. Strain analysis is based on the data of prospective studies on car use, and territorial and societal determinants. A combination of these elements leads to an effective strain, between energy and environmental moderating factors, determinants partly in favor of car use, and flawed technological solutions. These strains can already be felt. Two approaches are used to analyze the potential alternatives to rail. The first one compares car and rail accessibility, today and by 2020. A typology of railway stations is then produced according to their services and distances from Paris. The question of the rail network capacity must also be raised. It is tackled at a comprehensive network scale, but also at the levels of trains and stations by comparing how supply and demand will change by 2030. The approach points out where and when railway networks may be potentially saturated. Both approaches lead to an assessment of territorial planning policies in the Paris region. They make it possible to question the role of stakeholders, especially in the rail market, within this system

L’objectif de la thèse était de développer un indicateur mesurant l’accessibilité spatiale des premiers soins (nommé Index of Spatial Accessibility : ISA) pour les femmes enceintes, à partir de sources de données collectant des informations en routine. Ce travail a pour vocation de mettre en évidence les limites des indicateurs existants tout en apportant des améliorations. Une attention particulière a consisté à étudier l’impact de l’effet des contours administratifs (ou effet de bord), la limite pointée dans de nombreuses études portant sur l’accès aux soins. L’indicateur d’accessibilité aux professionnels de santé que nous avons développé a pour objectif de mettre en évidence les disparités spatiales à une échelle géographique fine afin d’identifier les zones géographiques dans lesquelles il faudrait intervenir en priorité. Ce travail s’est concentré tout d’abord sur les professionnels de santé intervenant dans le suivi de la grossesse : médecins généralistes, sages-femmes et gynécologues. Les résultats mettent en évidence qu’en combinant la disponibilité avec la proximité des soins, les besoins en matière de santé et la mobilité, l’ISA permet de fournir une meilleure mesure d’accessibilité. L’ISA a été construit afin de pouvoir interroger l’accès aux soins pour d’autres pathologies ou d’autres populations. L’analyse de l’impact de l’effet de bord met en évidence que : 1) la moyenne et l'écart-type sont légèrement inférieurs avec effet de bord que sans, quel que soit le type des professionnels de santé ; 2) La variation d’ISA est plus marquée pour les sages-femmes et les gynécologues, et pour les zones rurales. Nous avons également menée une étude pilote sur le recours aux soins des femmes enceinte, à partir des données SNIIRAM afin d’étudier la relation entre le recours aux soins et l’indicateur ISA
This paper developed an improved indicator: the Index of Spatial Accessibility (ISA) to measure geographical healthcare accessibility at the census blocks level, and seeks to assess the effect of edge on the accuracy of defining healthcare provider access by comparing healthcare provider accessibility accounting or not for the edge effect, in a real-world application. The indicator of accessibility to health professionals developed aims to highlight spatial disparities measured at a fine geographical scale and to identify area where actions are needed in priority. This work focused first of all on the health professionals involved in the follow-up of the pregnancy: general practitioners, midwives and gynecologists. The main finding is that by combining availability with proximity to services, health needs and mobility, and by calculating at the smallest feasible geographical scale, ISA provides a better measure of accessibility. ISA was conceived so that we could question the access to care for other pathologies and other populations. When we compare the variation of ISA with and without edge effect, we found that (1) mean and standard deviation are slightly below when offer and demand outside are taken in to account, whichever health professionals considered; 2) the variation of ISA is higher for midwives and gynecologists, and for rural areas. In addition, we also conducted a pilot study on the health use of pregnant women, using SNIIRAM data to examine the relationship between use of care and the ISA indicator

High Speed Rail (HSR) is rapidly gaining popularity worldwide as a safe and efficient transport option for long-distance travel. Designed to win market shares from air transport, HSR systems optimise their productivity between increasing speeds and station spacing to offer high quality service and gain ridership. Recent studies have investigated the effects that the deployment of HSR infrastructure has on spatial distribution and the economic development of cities and regions. Findings appear mostly positive at higher geographical scales, where HSR links connect major urban centres several hundred kilometres apart and already well positioned within a national or international context. Also, at the urban level, studies have shown regeneration and concentration effects around HSR station areas with positive returns on city’s image and economy. However, doubts persist on the effects of HSR at an intermediate scale, where the accessibility trade off on station spacing limits access to many small and medium agglomerations. Thereby, their ability to participate in the development opportunities facilitated by HSR infrastructure is significantly reduced. The locational advantages deriving from transport improvements appear contrasting especially in regions that tend to have a polycentric structure, where cities may present greater accessibility disparities between those served by HSR and those left behind. This thesis fits in this context where intermediate and regional cities do not directly enjoy the presence of an HSR station while having an existing or planned proximate HSR corridor. With the aim of understanding whether there might be a solution to this apparent incongruity, the research investigates strategies to integrate HSR accessibility at the regional level. While current literature recommends to commit with ancillary investments to the uplift of station areas and the renewal of feeder systems, I hypothesised the interoperability between the HSR and the conventional networks to explore the possibilities offered by mixed traffic and infrastructure sharing. Thus, I developed a methodology to quantify the exchange of benefits deriving from this synergistic interaction. In this way, it was possible to understand which level of service quality offered by alternative transit strategies best facilitates the distribution of accessibility benefits for areas far from actual HSR stations. Therefore, strategies were selected for their type of service capable of regional extensions and urban penetrations, while incorporating a combination of specific advantages (e.g. speed, sub-urbanity, capacity, frequency and automation) in order to emulate HSR quality with increasingly efficient services. The North-eastern Italian macro region was selected as case study to ground the research offering concurrently a peripheral polycentric metropolitan form, the presence of a planned HSR corridor with some portions of HSR infrastructure implementation, and the project to develop a suburban rail service extended regionally. Results show significant distributive potential, in terms of network effects produced in relation with HSR, in increasing proportions for all the strategies considered: a regional metro rail strategy (abbreviated RMR), a regional high speed rail strategy (abbreviated RHSR), a regional light rail transit (abbreviated LRT) strategy, and a non-stopping continuous railway system (abbreviated CRS) strategy. The provision of additional tools to value HSR infrastructure against its accessibility benefits and their regional distribution through alternative strategies beyond the actual HSR stations, would have great implications, both politically and technically, in moving towards new dimensions of HSR evaluation and development.

Notre époque est caractérisée par des enjeux globaux inédits qui exigent une critique et une reformulation des principes d'organisation socioéconomique, notamment dans le domaine de l'aménagement urbain. La concentration de la population dans des grandes agglomérations, leur ségrégation croissante et leur empreinte écologique, soulignent l'importance de faire évoluer les institutions métropolitaines. Au sein de ce vaste champ de recherche, cette thèse se concentre sur la problématique des inégalités de localisation et déplacements, et des limites de l'action publique face à ces enjeux. Ainsi, nous développons l'hypothèse que l'accumulation de désavantages de logement et déplacements constituerait une forme d'injustice sociale qui pourrait être objectivée par des mesures quantitatives à un niveau méso-social. Le corolaire éthique d'un tel constat, en termes d'action publique nous amène à proposer une hypothèse complémentaire. En effet, l'atténuation des inégalités urbaines nécessiterait d'institutions capables de coordonner diverses politiques sectorielles, avec cohérence territoriale et en réponse aux demandes sociales. Ces deux hypothèses s'articulent dans une dialectique qui développe des concepts et des méthodologies pour l'étude du droit à la ville, que nous concevons comme une synthèse de capacités socioéconomiques et politiques. En particulier, la mobilité urbaine est définie dans ce travail comme l'imbrication des pratiques de localisation résidentielle et de déplacements quotidiens, à niveau des ménages. Cet ensemble de capacités est nécessaire pour l'épanouissement des citoyens, mais la connotation d'injustice des différences statistiques est difficile à démontrer. Ainsi, le principal objectif de cette thèse consiste au développement et application d'une méthodologie d'analyse quantitative à l'échelle métropolitaine, qui permettrait d'affirmer s'il existe, ou pas, une limitation injuste de la mobilité urbaine de certains groupes sociaux. Avec cet objectif, nous analysons quatre indicateurs complémentaires, chacun mesurant une dimension différente des arbitrages spatio-temporels des ménages. Il s'agit de l'usage du temps quotidien, des efforts en transport et logement, de l'accessibilité aux emplois et autres destinations, et de l'utilité de la mobilité urbaine. Au total, des désavantages simultanés parmi ces mesures suggèrent que certains groupes sociaux sont privés de mécanismes d'ajustement qui leur permettrait de bénéficier des ressources urbaines, ce que nous qualifions d'injuste. Nous montrons notamment que l'effet des politiques sociales en Ile-de-France semble être confondu par l'extension de son aire urbaine, qui présente des niveaux d'inégalités socio-spatiales proches à ceux observés dans le Grand Santiago, où les mécanismes redistributifs sont très faibles. Cette convergence souligne l'intérêt d'analyser les limites des systèmes de gouvernance métropolitaine pour résoudre ce type d'iniquités. Cette question est adressée par l'observation de deux controverses publiques récentes, l'implémentation du Transantiago et les débats autour du Grand Paris, et par l'étude de l'évolution des instruments d'aménagement. Cette analyse institutionnelle est appuyée sur la synthèse des règles et ressources de l'action publique et sur des entretiens à des experts et autorités. Dans les deux cas d'étude et par des mécanismes différents, ils existeraient des défaillances de représentation des groupes vulnérables dans les arènes de gouvernance métropolitaine, ce qui contribuerait au creusement des inégalités socio-spatiales. Finalement, la garantie du droit à la ville dans le Grand Santiago et la Région Ile-de-France nécessiterait d'innovations techniques et politiques complémentaires. Celles-ci pourraient être implémentées dans un niveau méso-social, visant à l'amélioration des conditions de mobilité urbaine et de représentation politique des ménages vulnérables, selon les spécificités de chaque sous-territoire métropolitain
Our era is characterized by unprecedented global challenges that require a critical review and a reformulation of the principles of social and economic organization, particularly in the field of urban planning. The concentration of population in major conurbations, their growing segregation and their ecological footprint, stress the importance of adapting metropolitan institutions. Within this large field of research, this thesis focuses on the problem of inequalities of residential location and daily travel, and on the limits of public action to address these challenges. Thus, we develop the hypothesis that the accumulation of residential and travel handicaps constitute a form of social injustice that could be objectified by quantitative measures at a mesosocial level. The ethical corollary of this observation in terms of public action leads us to propose a complementary hypothesis. Indeed, mitigation of urban inequalities would require institutions having the capacity to coordinate various sectoral policies, with territorial coherence and in response to social demands. These two hypotheses are articulated in a dialectical argument that develops operative concepts and methodologies for the study of the right to the city, which we conceive as a synthesis of socio-economic and political empowerment. In particular, urban mobility is defined in this work as the interweaving practices of residential location and daily travel at the household level. This set of capabilities is necessary for the blooming of citizens, but the unjust connotation of differences measured by this kind statistics is difficult to demonstrate. Thus, the main objective of this thesis is the development and application of a methodology for quantitative analysis at the metropolitan level, capable to assert if there is or not an unfair limitation of urban mobility for a certain social group. With this purpose, we analyze four complementary indicators, each measuring a different dimension of space-time tradeoffs at household level. This are: the daily use of time, travel and housing efforts, accessibility to jobs and other destinations, and utility of urban mobility. In sum, simultaneous disadvantages among these measures would suggest that some social groups are deprived of adjustment mechanisms that would allow them to benefit from urban resources, what we qualify as being unfair. In particular, we show that the effect of social policies in Ile-de-France seems to be antagonized by the extension of its urban area, attaining levels of socio-spatial inequalities close to those observed in Greater Santiago, where redistributive mechanisms are extremely weak. This convergence emphasizes the importance of analyzing the limits of metropolitan governance systems to resolve such inequities. This issue is addressed by the observation of two recent public controversies, the implementation of Transantiago and the debates around the Grand Paris, and by the study of the evolution of planning instruments. This institutional analysis is based on a synthesis of the rules and resources of public action, and on interviews with experts and authorities. In both study cases and by different mechanisms, there would be failures of representation for vulnerable groups in the arenas of metropolitan governance, thus contributing to the widening socio-spatial inequalities. Finally, guaranteeing the right to the city in the Greater Santiago and the Ile -de- France would require complementary technical and policy innovations. These could be implemented in a mesosocial level, aiming for the improvement of urban mobility and political representation of vulnerable households, according to the specificities of each sub-metropolitan territory

Les systèmes d'information multimédia, dans le contexte d'une communication généralisée, doivent devenir un outil efficace et pertinent au service du monde social. Une première modélisation de leur conception comme de leur réalisation a donné jour à la méthode d'intelligence territoriale Catalyse. L'hypothèse fondatrice de cette recherche est qu'il est possible de traduire concrètement l'apport des Sciences de l'information et de la communication dans le processus de transfert méthodologique et technologique nécessaire au développement d'observatoires Catalyse, en les combinant à des théories issues d'autres disciplines (didactique, psychologie cognitive, sociologie, géographie...). À partir de l'exposé d'une situation où les SIC semblent pratiquement absentes des méthodes d'intelligence territoriale, j'opère dans cette recherche une évaluation empirique du développement de plusieurs observatoires Catalyse : - Etat des relations entre l'Intelligence Territoriale et les Sciences de l'Information et de la Communication - Analyses d'un corpus d'expériences territoriales au niveau européen - Modélisation des apports des Sciences de l'Information et de la Communication à la méthode Catalyse et aux procédures de transferts Cette recherche aboutit concrètement à proposer des procédures de transfert et des outils pédagogiques organisés dans une optique d'amélioration de la conception des systèmes de production et d'accès à l'information. Les procédures de transfert devront être évaluées et redéfinies dans des recherches à venir, en tenant compte également des évolutions de la société, et des recherches en Sciences de l'information et de la communication.

Cette thèse étudie la capacité d’intégration des ports et corridors ouest-africains dans les grandes chaînes de la logistique mondiale. Elle s’appuie sur l’étude de cas du port de Cotonou et du corridor Cotonou-Niamey, pour montrer leur rôle comme outil de développement économique à la base, de structuration spatiale et de l’intégration régionale. Le port de Cotonou dessert un arrière-pays commun aux principaux ports ouest-africains, incluant trois Etats enclavés, le Niger, le Mali et le Burkina-Faso), ce qui le contraint à évoluer dans un environnement très concurrentiel. Efficacité, coûts, délais et fiabilité sont déterminants dans la décision de choix d’opérer dans ce port. La planification de réseau rail-route permet d’optimiser les flux échangés avec ces pays. Ce réseau multimodal contribue au désenclavement de l’arrière-pays du port, en améliore son ancrage grâce à la localisation optimale de terminaux intérieurs. Cependant, par-delà les impératifs économiques dominants, cette thèse vise à évaluer les impacts du corridor Cotonou-Niamey sur les populations et les territoires, suivant une approche beaucoup plus humaine, approche qui permet de proposer une meilleure compréhension des concepts de « corridor » et d’ « arrière-pays »
This thesis addresses how ports and corridors integrate global supply chains. It highlights thanks to a case study that Cotonou-Niamey corridor and the port of Cotonou, promote economic and social development, land use and regional integration. Ports thanks to corridors gain access and enhance hinterland economic and social development. The port of Cotonou serves a common hinterland to West African major ports, including three landlocked countries, Niger, Mali and Burkina Faso, and has to operate in a highly competitive environment. Efficiency, costs, time and reliability are determinant for its choice. Optimal rail-road network design shows that inland terminals enhance port competitiveness, promotes landlocked opening up and good connections. Beyond economic targets, this thesis considers Cotonou-Niamey corridor impacts in one hand hinterland areas structuring and mobility, and in other hand people development thanks to economic activities growth. Through a social approach, it investigates rethinking “corridor” and “hinterland” concepts

La modification du périmètre des régions dans le cadre de la réforme territoriale de 2015 conduit à mobiliser le concept de cohérence territoriale. En effet, dans la région Grand Est, les pratiques territoriales et les représentations spatiales n’ont pas évolué malgré la nécessité de faire émerger un territoire de vie commun. La région reste ainsi marquée par la mitoyenneté de trois ensembles (Alsace, Lorraine, Champagne-Ardenne) fonctionnant selon une dynamique propre à chacun. La mise en réseau de ces entités représente un moyen d’assurer un fonctionnement transversal plus cohérent et vecteur d’un usage plus important du réseau ferré régional. Cette mise en réseau peut être portée par le réseau ferré lui-même, un des principaux instruments de cohérence territoriale à travers sa double capacité à supporter les mobilités et à conditionner leur émergence. Face aux limites que présente le réseau classique pour répondre aux enjeux de déplacements à l’échelle d’une région élargie, le réseau à grande vitesse réserve quant à lui des opportunités d’optimisation à travers le déploiement de services régionaux à grande vitesse. Un outil d’aide à la décision est développé afin d’étudier les évolutions du réseau et des services ferroviaires permettant de répondre à ces enjeux. Une approche par l’accessibilité horaire des territoires a pour but la simulation de scénarios préalablement définis dans un volet prospectif
The modification of the perimeter of the French regions as part of the last territorial reform of 2015 leads to enlist the concept of territorial coherence. In the Greater East region, territorial practices and spatial representations have not changed despite the need to bring out a common living area. The Greater East region remains marked by the juxtaposition of three entities (Alsace, Lorraine, Champagne-Ardenne), each of them operating with a specific dynamic.The networking of these entities represents a means of ensuring a transversal functioning, which could be a vector for a greater use of the regional railway network. This networking can be carried out by the rail network itself: one of the main instruments of territorial coherence through its dual capacity to support mobility and to condition their emergence.Faced with the limitations of the conventional network to meet the challenges of travel on the scale of an enlarged region, the high-speed network reserves opportunities for optimization through the deployment of regional high-speed services. A decision-support tool is developed in order to highlight the improvements of the network and the rail services needed to meet these challenges. An approach by the schedule accessibility of the territories which considers the train schedules will enable the modelling of scenarios previously defined within a prospective approach

Dissertação de Mestrado Integrado em Arquitetura, com a especialização em Urbanismo apresentada na Faculdade de Arquitetura da Universidade de Lisboa para obtenção do grau de Mestre.
O tema deste Trabalho Final de Mestrado é a (Re)estruturação da Acessibilidade como Elemento de Coesão Territorial na Área Envolvente de Sesimbra. Situado a aproximadamente 30 km de Lisboa, o concelho de Sesimbra integra a Área Metropolitana de Lisboa (AML). No contexto da AML, tem uma localização mais singular no que diz respeito às principais dinâmicas económicas, turísticas e ambientais, tratando-se duma zona de grande atração populacional, contudo, apresenta grandes fragilidades ao nível das acessibilidades, tanto nas ligações com o exterior, como nas ligações internas, constituindo assim um entrave ao desenvolvimento do concelho. Face a tal problemática, este projeto pretende dar resposta ao que o Modelo Territorial proposto no PDM de Sesimbra, em consonância com os estudos e estratégias do Plano de Acessibilidades, executado pela camara, têm como objetivos estratégicos de ordenamento do território. A proposta recai assim, na reestruturação da acessibilidade na área envolvente a Sesimbra, com a criação de novas redes de infraestruturas, nomeadamente na freguesia do Castelo, assim como de acesso à sede de concelho. Esta proposta tem por consequência o objetivo de promover a qualidade residencial e a dinamização económica no sentido de atrair população para outros locais do concelho, assim como promover a coesão social e territorial, através do desenvolvimento da equidade territorial, do aprofundamento da cidadania e do desenvolvimento dos fatores da igualdade de oportunidades.
ABSTRACT: The theme of this Final master work is the (RE)Structuring of accessibility as an element of Territorial cohesion in the surrounding of Sesimbra. Located approximately 30 km from Lisbon, the municipality of Sesimbra integrates the metropolitan area of Lisbon (AML). In the context of AML, it has a singular position regarding economy, tourist and environmental dynamic, being also an area of great population attraction, although it presents several weaknesses in accessibility, both in connections with the external and in internal bonds, thus creating a barrier to the development of the Council. Considering this situation, this project intends to address to the Territorial Model proposed in the PDM of Sesimbra, in line with the studies and strategies of the Accessibility Plan, executed by the Municipality, have strategic planning objectives. The proposal therefore rests on the restructuring of accessibility in the surrounding area of Sesimbra, with the creation of new infrastructure networks, namely in the parish of Castelo, as well as access to the county seat. The aim of this proposal is to promote residential quality and economic dynamism in order to attract people for other parts of the municipality, as well to promote social and territorial cohesion through the development of territorial equity, deepening of citizenship and development equality of opportunity.
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A metrópole de São Paulo é a maior e mais importante aglomeração urbana do Brasil e está entre as dez maiores áreas urbanas do mundo. No entanto, a forma como acessibilidade espacial ocorre gera um fardo para a população e para a atividade econômica. Este trabalho pretende contribuir para a discussão de como melhorar a acessibilidade na Região Metropolitana de São Paulo estudando as características e impactos de estruturas espaciais urbana, analisando criticamente a estrutura espacial da metrópole e proporcionando sugestões de melhorias a fim de proporcionar uma mobilidade mais sustentável. Os procedimentos metodológicos incluem uma revisão bibliográfica sobre o tema e uma caracterização da estrutura espacial da Região Metropolitana de São Paulo, considerando a alocação de população, alocação de empregos e os padrões de deslocamento para os modais individual, coletivo e não motorizado. Apresentamos um relato da evolução recente, com dados das pesquisas de origem e destino realizadas pelo Metrô em 1997 e 2007 e da pesquisa de mobilidade de 2012. Também realizamos uma caracterização mais aprofundada com os dados da pesquisa de 2007. As cidades se desenvolvem com base no trade-off entre proximidade e mobilidade: a fim de maximizar as possibilidades de interação, as pessoas e as empresas tendem a se localizar onde o deslocamento necessário para executar essas interações requer menos custos financeiros, perda de tempo e desconforto. Esse processo molda a alocação espacial de atividades, que define parcialmente os hábitos de transporte. A estrutura espacial urbana pode ser caracterizada por sua escala (padrões compacto ou disperso), arranjo de densidades (padrão disperso ou clusterizado) e arranjo de atividade (padrão monocêntrico ou policêntrico). Estruturas espaciais com padrão mais compacto apresentam menores distâncias de viagem, reduzindo o impacto ambiental das viagens e viabilizando o transporte não motorizado e coletivo, e levam a um uso mais eficiente da terra, menor custo de infraestrutura e maior equidade no acesso ao transporte. Já estruturas clusterizadas policêntricas são associadas com maior facilidade de acesso à terra. Existe um debate sobre a capacidade de estruturas policêntricas resultarem em uma aproximação generalizada de empregos e residências. A Região Metropolitana de São Paulo apresenta um padrão monocêntrico na escala metropolitana, com fortes movimentos pendulares da periferia para o centro expandido da iii capital. Durante o período de análise, foi observada uma realocação da população para áreas mais centrais da cidade e uma centralização dos empregos ainda mais forte, resultando no agravamento dos movimentos pendulares. Existe uma clara divisão modal por renda: as classes mais altas utilizam majoritariamente automóveis, enquanto as classes mais baixas utilizam majoritariamente transporte coletivo e não motorizado. Para o futuro, o novo plano diretor tem o mérito de caminhar na direção do desenvolvimento urbano orientado pelo transporte sustentável, porém os níveis de densidade máxima permitidos ainda são parecidos com o do plano anterior e a largura dos eixos de adensamento é restrita. Acreditamos ser vantajoso um aumento do adensamento em áreas próximas dos empregos; geração de polos de adensamento em áreas mais afastadas dos empregos, mas próximas das infraestruturas de transporte coletivo de alta velocidade, e desencorajamento do adensamento em áreas com baixa acessibilidade. Também é necessária uma gestão integrada dos transportes, provendo infraestrutura para viagens não motorizadas e viagens intermodais, e uma gestão dos impactos negativos do adensamento.
Sao Paulo Metropolitan Area is the largest and most important urban agglomeration of Brazil and is among the ten largest urban areas in the world. However, the way spatial accessibility occurs generates a burden on the population and economic activity. This work aims to contribute to the discussion of how to improve accessibility in the Sao Paulo Metropolitan Area by studying the characteristics and impacts of urban spatial structures, critically analyzing the spatial structure of the metropolis and providing suggestions for improvements to provide a more sustainable mobility. The methodological procedures include a literature review on the topic and a characterization of the spatial structure of the Sao Paulo Metropolitan Area, including allocation of jobs and population, and trip patterns for individual, mass, and non-motorized transport modes. We provide na overview of the evolution of the spatial structure of São Paulo from 1997 to 2012, and a deeper analysis with data from 2007. Cities are developed based the trade-off between proximity and mobility: in order to maximize interaction, people and companies tend to locate where the displacement required to perform these interactions requires less financial costs, loss of time, and discomfort. This process shapes the spatial allocation of activities, which partially defines the travel behavior. The urban spatial structure can be characterized by its scale (compact or disperse), densities arrangement (dispersed or clustered) and activity arrangement (monocentric or polycentric). Compact spatial structures provide lower travel distances, reducing the environmental impact of travel and enabling mass and non-motorized transport. It also leads to a more efficient use of land, lower costs of infrastructure and greater equity in access to transportation. Clustered polycentric structures are associated with cheaper land. There is a debate about the ability of polycentric structures to bring jobs and homes together. São Paulo Metropolitan Area presents a monocentric pattern in the metropolitan scale, with strong commuting from the periphery to central areas. During the period of analysis, a reallocation of the population to more central areas of the city and a centralization of jobs even stronger was observed, resulting in the aggravation of commuting patterns. There is a clear modal split by income: the upper classes use mostly cars, while the v lower classes use mainly mass and non-motorized transport. For the future, the new master plan has the merit of moving in the direction of urban development oriented by sustainable transport, but the permitted maximum density levels are also similar to the previous plan and the width of the density axis is restricted. We believe it is advantageous to: increase the density in areas near employment zones; creation of density modes in areas close to transportation; and discouragement of density in areas with low accessibility. It is also important the provision of infrastructure for non-motorized and intermodal trips, and management of negative impacts of densification.

Dans une société occidentale vieillissante avec des personnes âgées grandes consommatrices de soins de santé et dont les coûts s’envolent d’année en année, les gestionnaires des politiques de santé doivent faire face à des défis contradictoires : comment offrir une protection de la santé à la pointe de la recherche pour tous, à un coût acceptable par chacun et supportable pour la collectivité. Une gestion trop rigoureuse se limitant à la seule comptabilité des dépenses de santé risquerait de nuire à la solidarité intergénérationnelle en sacrifiant sur l’hôtel de la rentabilité certaines populations vulnérables. Dans cet esprit, notre outil d’aide à la décision devrait permettre à nos décisionnaires et politiques de trouver des solutions alternatives pour rétablir une certaine équité, dans notre cas d’accessibilité aux soins, et ainsi garantir une justice sociale durable, liant de toute société développée. Nous avons testé notre outil sur deux territoires aux caractéristiques géographiques et démographiques très différentes, le département du Bas-Rhin situé à l’est de la France, densément peuplé, et la région administrative de l’Estrie, située au sud-est de la province du Québec au Canada, avec une densité de population nettement moindre. Notre outil n’est très certainement qu’une partie de la réponse aux enjeux de santé évoqués, mais son intérêt et son originalité résident aussi dans le fait qu’il peut être aisément transférable à d’autres milieux organisationnels
Everyone knows that our western societies are getting older. Our elderly use also a lot of health care where costs go up and up year after year. Thus, health managers have to face conflicting challenges : how to offer top health protection for all at a reasonable cost for each of us and at an acceptable cost for our local health authorities. A health management that is too rigorous limited to the sole expenditure may undermine intergenerational solidarity by sacrificing the most vulnerable populations. In this way of mind, our aid decision tool could help health managers and politics find alternative solutions to restore some equity, in our case health care accessibility, to ensure sustainable social justice, the cement of all advanced societies. We have tested our tool with 2 territories having very different geographical and demographic characteristics : the densely populated Bas-Rhin region located in the Eastern part of France and the less densely populated region of Estrie located in the South-eastern Province of Quebec (Canada). Our tool may only be part of the solution to these health care costs mentioned above but, its utility and originality are also easily transferable to other possible organizational environments

La mondialisation induit l'émergence du monde comme échelle désormais pertinente pour l'analyse de mobilités en croissance. L'intermodalité-voyageurs entendue comme un système actoriel favorisant les déplacements transcalaires, devient alors l'outil majeur d'un possible changement d'analyse des mobilités. La juxtaposition de réseaux monomodaux fait place à un méta-réseau déployant des interfaces multiples entre petites et grandes échelles. Ce travail à l'échelle mondiale se concentre sur les manifestations intermodales liées à l'accessibilité aéroportuaire. En effet, les aéroports, joignant la petite échelle, le monde, à la grande échelle (la ville, la région ou le quartier), concentrent les enjeux de la mise en place d'un réseau intermodal intégré, érigé en système. Centré sur les plates-formes aéroportuaires dotées du statut de gateway et se déployant uniformément à l'échelle mondiale, ce nouveau méta-réseau ne se concrétise pas. Il apparaît encore largement fragmenté, dominé par des dynamiques d'échelles régionales ou supra-nationales, marquées par une intégration plus ou moins avancée des réseaux-supports et des réseaux-services. L'émergence de tels réseaux provient d'une même matrice : l'imitation (Europe, Amériques) voire le perfectionnement (Asie Orientale), plus ou moins assumés et selon des conditions diverses, du modèle pionnier rhénan. Trois facteurs principaux expliquent la force de ce modèle. Au fondement de son efficacité pratique apparaît le principe de transcalarité, définie comme la capacité des utilisateurs à profiter de toute la capillarité des réseaux. Ce modèle s'appuie également sur une approche systémique et territoriale, favorisant les interactions entre acteurs. Ceux-ci envisagent globalement les besoins du client et l'ensemble de son cheminement. Ce changement d'attitude est rendu possible par l'introduction des règles du marché, troisième facteur de ce modèle. Dès lors, l'intermodalité-voyageurs s'inscrit dans des stratégies de promotion territoriale au sein d'une mondialisation compétitive et inter-métropolitaine. Considérée alors comme un produit, elle génère des interdépendances entre acteurs. La gestion optimale de ces interdépendances fait le succès du système intermodal. Cette recherche met ainsi en évidence la complexité de l'objet intermodalité-voyageurs, à la confluence d'une triple dynamique de mondialité : rétistique et servicielle, discursive et iconique et enfin capitalistique par les firmes. L'intermodalité-voyageurs permet enfin de réfléchir à des concepts-clés de la géographie et des sciences sociales : le lieu, l'individu, le monde.

La question de la construction d'infrastructures de transport est souvent associée à celle des politiques de développement territorial, notamment dans les pays en voie de développement. Dans un pays comme la Mauritanie, vaste, désertique et peuplé majoritairement de nomades, le transport et la mobilité constituent un enjeu central pour la vie quotidienne. L'ouverture, en 2004, de la route Nouakchott-Nouadhibou, revêt une triple dimension géostratégique, politique et socioéconomique. Elle a des impacts à trois échelles : internationale, nationale et locale. La route contribue à structurer l'espace mauritanien en reliant les deux capitales politiques et économiques du pays. Elle s'inscrit dans le cadre du projet de grandes liaisons transafricaines, d'où son importance sur le plan de l'intégration régionale. A l'échelle locale cette route longe la frontière orientale du Parc National du Banc d'Arguin (PNBA). Les résultats de l'analyse empirique de cette thèse affirment que cette route a contribué à l'émergence de changements organisationnels axés sur l'accessibilité. D'une part, la route a généré une croissance des flux (pêcheurs, pasteurs, migrants subsahariens, touristes...) tout en accentuant un phénomène de sédentarisation aux périphéries du PNBA, difficile à maîtriser. D'autre part, elle a permis à la population locale une facilité d'accès aux services de base (santé, eau, écoles) et aux marchés. Cette nouvelle dynamique spatiale, dans un territoire conçu autour de la " conservation de la nature ", est à la foi perçue comme source de dégradation de l'environnement et considérée comme vecteur de développement socioéconomique. Cette contradiction révèle la difficulté à dissocier l'impact environnemental " négatif " du transport, de son impact " positif " sur le développement socioéconomique. Elle témoigne aussi de la difficulté qu'il y a à maîtriser le " degré " d'ouverture et de fermeture de l'espace protégé. Dans cette recherche, l'espace est appréhendé dans une triple dimension sociale, idéelle et naturelle. Autrement dit, il s'agit d'explorer le champ des politiques publiques, celui des représentations et pratiques des différents acteurs ainsi que le champ physique qui constitue le support de ces actions.

La question de la construction d’infrastructures de transport est souvent associée à celle des politiques de développement territorial, notamment dans les pays en voie de développement. Dans un pays comme la Mauritanie, vaste, désertique et peuplé majoritairement de nomades, le transport et la mobilité constituent un enjeu central pour la vie quotidienne. L’ouverture, en 2004, de la route Nouakchott-Nouadhibou, revêt une triple dimension géostratégique, politique et socioéconomique. Elle a des impacts à trois échelles : internationale, nationale et locale. La route contribue à structurer l'espace mauritanien en reliant les deux capitales politiques et économiques du pays. Elle s’inscrit dans le cadre du projet de grandes liaisons transafricaines, d’où son importance sur le plan de l’intégration régionale. A l’échelle locale cette route longe la frontière orientale du Parc National du Banc d’Arguin (PNBA). Les résultats de l’analyse empirique de cette thèse affirment que cette route a contribué à l’émergence de changements organisationnels axés sur l’accessibilité. D’une part, la route a généré une croissance des flux (pêcheurs, pasteurs, migrants sub-sahariens, touristes…) tout en accentuant un phénomène de sédentarisation aux périphéries du PNBA, difficile à maîtriser. D’autre part, elle a permis à la population locale une facilité d’accès aux services de base (santé, eau, écoles) et aux marchés. Cette nouvelle dynamique spatiale, dans un territoire conçu autour de la « conservation de la nature », est à la foi perçue comme source de dégradation de l'environnement et considérée comme vecteur de développement socioéconomique. Cette contradiction révèle la difficulté à dissocier l’impact environnemental « négatif » du transport, de son impact « positif » sur le développement socioéconomique. Elle témoigne aussi de la difficulté qu’il y a à maîtriser le « degré » d’ouverture et de fermeture de l’espace protégé. Dans cette recherche, l’espace est appréhendé dans une triple dimension sociale, idéelle et naturelle. Autrement dit, il s’agit d’explorer le champ des politiques publiques, celui des représentations et pratiques des différents acteurs ainsi que le champ physique qui constitue le support de ces actions
The question of transport infrastructures construction is often associated to the issue of territory development policies, especially in developing countries. In a country as Mauritania, immense, arid and mainly inhabited by nomads, transport and mobility constitute a major issue for everyday life. The opening in 2004 of the Nouakchott-Nouadhibou road not only takes on geostrategic, political and socioeconomic dimensions, but also has impacts at three levels: international, national and local. Furthermore, the road gives structure to the Mauritanian space, linking up the two national economic and political capitals. The road lies within the framework of great trans-African road projects, reason of its importance in terms of regional integration. At the local scale, the road runs along the eastern border of the Banc d’Arguin National Park (PNBA). Our surveys’ findings show that this road has brought about organizational changes structured around the question of accessibility. On the one hand, the road has increased the movements of persons inside the protected area (fishermen, herders, sub-Saharan migrants, tourists, etc. ) and at the same time it has accentuated the sedentarization process at the PNBA peripheries, which remains difficult to manage. On the other hand, it has made easier for the local population the access to social services (health, water and education) and to markets. This new spatial dynamic, inside a territory normally dedicated to Nature conservation, is both considered as a source of environment damaging and as a way of socioeconomic development. This contradiction reveals the difficulty to dissociate the “negative” impact of transport on environment from the “positive” one on human living conditions. It also sheds new light on the difficulty to manage the degree of opening and closing of a protected area. In this research, space is apprehended in its social, mental and natural dimensions. In other words, the thesis explores the different fields of public policies, actors’ representations and practices, without forgetting the physical field which constitutes the support of actions

On considère la métropolisation comme un ensemble de processus, qui, depuis les années 1980, bouleversent les rapports des sociétés à leurs territoires. En particulier, ces changements ont réinterrogé le rôle du transport comme outil d‟aménagement du territoire. Les réseaux de transport présentent ainsi des aptitudes à structurer les territoires métropolitains, en permettant un fonctionnement des lieux en interaction et une appropriation de la part des individus et des sociétés qui les gèrent et les utilisent. L‟objectif de cette recherche est de construire un outil d‟aide à la décision en aménagement du territoire et politique des transports qui puisse rendre compte du potentiel que les réseaux de transports offrent à la structuration du territoire métropolitain. Dans l‟esprit de proposer une alternative au tout-automobile, le travail se concentre sur les réseaux de transport collectif. Concrètement, une démarche modélisatrice est menée et mobilise les notions d‟accessibilité et de capillarité, qui font l‟objet de mesures chiffrées. Ces indicateurs peuvent informer les décideurs sur les qualités des réseaux de transport étudiés. L‟application est menée sur les réseaux de transport collectifs des régions Nord-Pas-de-Calais et Provence-Alpes-Côte d‟Azur. Les analyses mettent en relief certains dysfonctionnements, c‟est pour y remédier que des projets d‟aménagement en matière de transport ont été simulés dans chacune des régions. Les résultats montrent comment les réseaux de transport collectif peuvent favoriser une construction métropolitaine, mais aussi leurs limites. En effet, la thèse plaide pour une conception coordonnée des politiques de transport et d‟aménagement.

The road network service for mobility should respond to the challenges of sustainability and the new way of understanding the territory from a systemic, historical and topological perspective. In order to accomplish this goal, the management must give service to the active resources of the territory from a local approach and it must be responsible for the multiple users of the network. In view of this, what tools exist to change the current road network into one which is local and sustainable? A number of strategies of this line of proceeding have been identified through the analysis of the current accessibility of the heritage resources of three different areas. In addition, it has brought to the surface elements involved in the process and has given added value to actors and operators as promoters of its dynamism. Together with this analysis which contains proposals, the essential criteria applied for defining the road network has borne in mind its potential for walkability and connectivity to territorial resources. Taking into account pedestrians in non-urban areas, management strategies must focus on improving minor roads so that they are safer and continuous. They should also link local territorial resources and make exogenuous and touristic needs compatible with everyday endogenous functionality. There are three parameters in this research based on territoriality which are considered essential in the management of road network: intermodality, continuity and functionality. These parameters are key for the development of a more pedestrian friendly road network which articulates the heritage and cultural subsystem of a local territory.
La red viaria que da servicio a la movilidad debe responder a los retos de la sostenibilidad y a la nueva manera de entender el territorio desde una lectura sistémica, histórica y topológica. La respuesta es una red viaria de enfoque local que de servicio a los recursos activos del territorio y cuya gestión se comprometa con los múltiples usuarios de la red. Ante esto, ¿qué herramientas existen para transformar la red viaria vigente hacia una red sostenible y de proximidad? A través del análisis de la accesibilidad a los recursos patrimoniales de tres entornos diferenciados se han identificado una serie de estrategias de actuación vigentes en esta línea. Asimismo, el análisis ha hecho emerger los estratos intervinientes en el proceso de la accesibilidad patrimonial dando especial valor a los actores y los operadores como activadores de su dinamismo. Junto con el análisis propositivo se ha caracterizado la red viaria local según su potencial a la peatonalidad y a la conectividad de los recursos territoriales. Si se centra la mirada en el usuario peatón en un entorno no-urbano las estrategias de gestión deben dirigirse hacia la adecuación del viario intermedio para el uso seguro y continuo del peatón, la articulación de los recursos del territorio local y la compatibilización de la funcionalidad cotidiana endógena con la exógena y turística. En esta investigación se proponen la intermodalidad, la continuidad y la funcionalidad basada en la territorialidad como los parámetros puntales a tener en cuenta al acondicionar la red viaria para el uso del peatón y convertirla en una red que articule el sub-sistema patrimonial y cultural del territorio local

L’intérêt de la recherche porte sur le processus de territorialisation de l’action publique et plus particulièrement celle du système de santé français. En marge des territoires administratifs imposés par le haut apparaît le besoin d’identifier et de comprendre les logiques spatiales des acteurs locaux et des usagers, supposées alors mieux prendre en compte ces spécificités territoriales et ainsi ajuster les actions pour lutter contre les inégalités sociales de santé et d’accès aux soins. L’objectif est d’étudier la territorialisation au regard du processus de construction d’un territoire par les acteurs locaux et d’appropriation d’un outil d’action publique pour agir collectivement. Une première partie théorique présente et fait le lien entre les trois objets de recherche « territorialisation », « construction du territoire » et « appropriation d’un outil ». La deuxième partie présente les cas étudiés ainsi que les choix épistémologiques et méthodologiques. La focale est mise sur le déploiement d’un outil d’action publique, le Programme Territorial de Santé, sur deux territoires de santé. La troisième partie présente l’analyse des résultats issus des entretiens réalisés et de l’observation menée. L’objectif est d’identifier et de comprendre quels sont les leviers éventuels dont peuvent se saisir les acteurs locaux dans le processus de déclinaison de l’action publique. Enfin la quatrième partie, dans une logique discursive présente une reconsidération des dimensions du territoire construite afin de proposer un modèle articulant la dichotomie entre territoire prescrit et territoire émergent et prenant en compte les spécificités d’un outil public de territorialisation
This research focuses on public policy territorialisation. While administrative territories, such as health territories, are imposed via a top-down process, a bottom-up approach is also recognised as being necessary. Here, local stakeholder and user needs are identified and understood meaning that territory specificities are recognised, local public actions are adapted, social inequalities are tackled and access to care is facilitated. This work focuses on the construction process of one such territory by public and local actors. In order to increase knowledge the objective is to study this process in relation to the procedure of territory building by local stakeholders and the ownership of a public policy tool which will lead to collective action. The first section is theoretical and presents the links between the three research areas: territrialisation, territory construction and appropriation of a tool. The second part presents the epistemological and methodological choices and the case study. Focus is placed on the deployment of a public policy tool, in this case a territorial health programme, in two health territories. The third part presents an analysis of the results which include interviews and observation. Finally, the fourth section places the results in perspective. The dimensions of constructed territory are reconsidered so as to offer a model articulating the dichotomy between prescribed territory and emergent territory while taking into consideration the specificities of a public tool for regionalisation

Les liens entre santé numérique et inégalités sociales et territoriales sont rarement étudiés. Sur ces deux marqueurs des systèmes de santé et sur le couplage numérique-inégalités, les politiques des systèmes de santé occidentaux ont encore moins fait l’objet d’étude, malgré les injonctions internationales à adopter des stratégies de « santé (et d’équité) dans toutes les politiques ». Cette thèse a étudié l’action des gouvernements et des autres acteurs impliqués sur ce couplage numérique-inégalités. Ancrée dans la recherche interventionnelle et en science politique, elle s’appuie sur une méthodologie principalement qualitative de sociologie de l’action publique. L’analyse comparée de l’action publique entre infra-territoires de quatre pays (France, Canada, Espagne et Angleterre), depuis 2015, repose sur l’étude documentaire (sources officielles et de parties prenantes) et sur des entretiens auprès d’acteurs clés des champs du numérique et des inégalités sociales de santé. La politique de numérisation de la santé s’est institutionnalisée à divers degrés, dans les quatre pays étudiés. En revanche, l’équité dans la santé numérique n’a pas été placée à l’agenda des priorités politiques, malgré le constat du potentiel de la santé numérique à accroître les inégalités d’accès, de compréhension et d’appropriation des TIC. Dans les quatre territoires, quand elle est (rarement) abordée, l’inclusion numérique l’est via une combinaison d’instruments et de groupes d’acteurs de divers forums qui coproduisent des interventions publiques sur le numérique, les inégalités et l’inclusion numérique. Chaque mode d’instrumentation de l’action publique varie selon les territoires et est affecté par les institutions locales existantes, les intérêts et les perceptions des acteurs à leur sujet. Cette thèse propose un cadre conceptuel pour l'action publique et la mise en œuvre des politiques en matière de santé numérique et d'équité dans quatre territoires. Elle a été conçue pour fournir des clés d’analyse de politiques dans d'autres contextes et pour suggérer des stratégies qui pourraient être mises en œuvre sur le terrain
The link between digital health and equity is seldom studied, even less are the policies which tackle both issues, and this despite governments being urged to implement health-and-equity-in-all-policies strategies. This thesis has studied whether and how governments and health systems’ stakeholders address this linkage. Specifically, this piece of population health interventional and political science research has been based upon a qualitative study design and comparative public policy analysis of territories from four countries (France, Canada, Spain & England) since 2015. Data were gathered from official and various stakeholders’ documents and through interviews with key stakeholders in e-health and health equity fields. Digital health policy has been institutionalized to varying degrees in the four so-called developed countries focussed on. However, equity in digital health issue has not been placed on the political agenda, although it is acknowledged that digital health use can increase social health inequalities (SHI), in terms of unfair access, use, understanding and adoption of technologies. In the four territories, when (rarely) dealt with, digital inclusion is tackled through a set of instruments, by actors involved in several fora which coproduce public interventions on digital health, SHI and digital inclusion. Each mode of instrumentation of public action is affected by previous local institutions, along with actors’ interests and preconceptions about the issues involved. Our study proposes a conceptual framework for public action and policy implementation as regards digital health and equity in four territories. This study has been designed to be useful for analyzing policies in other settings and for suggesting strategies that could be directly implemented in the field

Tese de mestrado em arquitectura, com especialização em Gestão Urbanística
Os equipamentos colectivos assumem um papel determinante na definição da qualidade de vida das populações, contribuindo de forma significativa para melhorar a vivência nas áreas residenciais. As sociedades tendem a organizar-se em torno dos equipamentos colectivos, sendo um aspecto influente na forma de vivência de cada bairro. A acessibilidade, demografia e enquadramento social são factores essenciais ao planeamento dos equipamentos colectivos, influenciando a sua localização e utilização. O objectivo deste trabalho é perceber se os equipamentos colectivos existentes e propostos correspondem às necessidades decorrentes da dinâmica populacional que se perspectiva, contribuindo para os processos de planeamento Municipal. O concelho do Barreiro destaca-se pela falta de dinamismo e atractividade, assim como o desemprego e o estatuto de “cidade dormitório” contribuintes para o decréscimo e envelhecimento populacional verificado. A rede de equipamentos destaca-se pelo défice de Jardins-de-Infância e sobrelotação de alunos/turma no Ensino Básico (Ensino), a escassez de Extensões de Saúde (Saúde), e a debilidade da rede desportiva. A caracterização espacial do sistema urbano do concelho do Barreiro identifica as áreas norte e centro como as mais integradas, onde se verifica uma menor profundidade, conferindo-lhe uma estatura de território permeável. A zona sul do concelho destaca-se como a mais segregada, dificultando a movimentação das pessoas. A proposta da Rede de Equipamentos Colectivos teve em conta factores como a população, acessibilidade e rede de equipamentos existente, assim como planos e novas expansões projectadas. Os equipamentos colectivos têm um grande impacto no território, funcionando como elementos geradores de movimentos e de espaços de vivência, contribuindo para a atractividade e dinamismo do espaço em que se inserem, aumentando a qualidade de vida dos cidadãos que servem. A acessibilidade surge como factor importante à localização de Equipamentos Colectivos ao assegurar que todos os cidadãos conseguem, através da mobilidade de curta duração, aceder aos equipamentos colectivos.
Public facilities assume a basic role in the definition of life’s quality of the population, contributing on a significant level to improve the experience in the residential areas. The societies tend to organize themselves around public facilities, affecting the way of living of each neighbourhood. The accessibility, the demography and the social environment are key factors in the planning of public facilities, affecting their location and use. The goal of this paper is to demonstrate if the existing public facilities are corresponding to the current necessities of the population’s dynamic expectancy, contributing to the county's planning process. The county Barreiro is distinguished by a lack of dynamism and attractiveness, as well as unemployment and the status of "dormitory town", contributors to the decline and population aging verified. The public facilities network stands out for its deficit of kindergarten facilities, the lack of health extensions and the weakness of sports network. The spatial characterization of the urban system of Barreiro identifies the north and center areas as the most integrated, where there is less depth, giving it a stature of permeable area. The south area of the county stands out as the most segregated, hindering the movement of people. The proposal for the public facilities network took into account factors such as population, accessibility and existing public facilities network, as well as planned expansions and new plans for the city. Public facilities have a major impact on the territory, working as generating elements of movement and living spaces contributing to the dynamism and attractiveness of the space in which they operate, improving quality of life for the citizens they serve. Accessibility emerges as an important factor to the public facility's location to ensure that all citizens can reach public facilities through a short amount of time.

Désenclavement et enclavement, maître-mots devenus ouverture et fermeture de territoire, sont au coeur de la thématique. Considérée jusqu'à une date récente par l'unique entrée des infrastructures, l'ouverture de territoires par les transports est abordée certes sous l'angle de l'offre de transport, mais elle s'attache aussi à prendre en compte les pratiques de déplacements des usagers et les représentations territoriales des habitants. Qualifier l'état et les degrés d'ouverture/fermeture, tout en améliorant leur mesure, connaître les processus et leurs formes géographiques, tels sont les objectifs de la présente recherche doctorale. Focalisée sur trois territoires de montagne, le Bugey, le massif des Bauges et la vallée de la Maurienne, la démarche définit et évalue des critères d'appréciation, qu'elle développe en une analyse fine et comparative, afin de mieux cerner les niveaux d'ouverture et fermeture tout en mettant en lumière ce qui, dans ces processus territoriaux, relève de contextes spécifiques : milieu montagnard, coeur de maille. Alors que la première partie situe cette thématique dans le champ de la recherche sur les interactions entre réseaux de transports et territoires ainsi que la méthodologie suivie (chap.1 et 2), la deuxième partie s'attache à évaluer finement l'ouverture/fermeture des territoires de montagne par le biais des trois principaux indicateurs de l'enclavement : l'offre, les pratiques et les représentations (chap. 3, 4 et 5). En découle la troisième partie, contribution méthodologique et théorique à l'enrichissement de la connaissance géographique de l'ouverture et de la fermeture de territoires par les réseaux de transports (chap. 6, 7, 8 et 9).

Dans le cadre d'une approche alliant géographie sociale et aménagement du territoire, cette thèse propose d'analyser les causes et les conséquences des disparités territoriales de l'équipement en établissements d'hébergement - soit les maisons d'accueil spécialisées (MAS), les foyers d'accueil médicalisé (FAM) et les foyers de vie - pour adultes handicapés, en France, durant les quarante dernières années. En analysant l'origine des disparités et leurs effets sur la vie quotidienne des résidents, nous nous intéressons aux distributions spatiales des équipements mais aussi aux pratiques des lieux et aux territoires de vie des personnes. L'objectif est de saisir les impacts des disparités territoriales sur les droits fondamentaux des personnes handicapées que sont le droit à choisir son lieu de vie, le droit à la mobilité et le droit à un espace social. Ce travail fait appel à des méthodes et des outils variés. Une analyse quantitative permet de mesurer la répartition territoriale des établissements, et son évolution depuis les années 1970. Des entretiens avec d'anciens acteurs associatifs et administratifs, ainsi que la consultation d'archives renseignent sur les processus de décision, les rapports de force et les jeux d'acteurs. L'étude de deux régions contrastées, l'Ile-de-France et la Haute-Normandie, avec la visite de 23 établissements pour adultes atteints de déficience motrice et la rencontre des équipes dirigeantes a permis d'étudier les logiques territoriales à l'œuvre. Enfin, des entretiens menés auprès d'un échantillon aléatoire de 81 de leurs résidents permettent de comprendre l'inscription dans l'espace des personnes handicapées résidant en établissement en fonction de la localisation et de l'insertion dans l'espace environnant de ce dernier. Les questions que pose cette recherche ne sont pas uniquement d'ordre géographique, elles ouvrent une réflexion plus globale sur la participation sociale des personnes handicapées et des enjeux de société en termes de justice sociale
As part of an approach that combines social geography and spatial planning this PhD dissertation analyzes the causes and consequences of territorial disparities in residential care facilities for adults with disabilities (maisons d'accueil spécialisées, foyers d'accueil médicalisé, foyers de vie) in France. It aims to analyze the origin of the differences and their effects on the daily lives of residents. We are interested in the spatial distributions of the facilities but also in the spatial practices of residents. The goal is to capture the impact of regional disparities on the fundamental rights of persons with disabilities (i. E. The right to choose where to live, the right to mobility and the right to a social space). This work uses a variety of methods and tools. A quantitative analysis measures the spatial distribution of the facilities, and its evolution over the last forty years. Interviews with former associations and administrative actors and access to archives provide information on the interplay of actors and balance of power. Finally, visiting 23 facilities for adults with motor impairment, in the lle-de-France and Haute-Normandie can help to understand the territorial integration of institutions. Interviews with 81 residents allow for an understanding of the collective and individual practices which take place in a smaller or wider area surrounding their home. They vary in relation to the residential care localization. The questions raised by this study are not only geographical ones. They open a broader discussion on the social participation of persons with disabilities and on social challenges

Density is more about an experienced nearness to functions and activities than buildingsbeing physically close to each other. Density is interaction, and the intensity of itdepends on accessibility to the functions and activities of the built environment. The current planning, continuing the thoughts of the modernist, are a threat to publichealth and the environment, as sprawling settlements demand more resources forinfrastructure and time spent commuting between home and work, taking up the timeto spend with family and friends. The suburban planning principles of the Swedish housing estate unit have graduallytransformed the suburban neighbourhoods into dispersed, disconnected islands, wheresocial life is inhibited in the mere configuration of space. Legibility of the urban environment is important regarding orientation and navigation,but also to understand the underlying meanings of spaces and places. The urbanstructure should be easily read to be understandable in the choices of everyday life. How we understand the boundaries and transitions of our surrounding affects howspaces are used. Unclear territorial interfaces, like the open space landscape ofmodernist planning feels too exposed to be appropriated. If activities should take placein the outdoor environment, there must be a certain quality to the spaces that areinviting and promote interaction between people. The suburban housing estate neighbourhoods can be developed to promote thisinteraction, providing spaces where the different layers of social life can take place, fromthe private home – through mediating interfaces of front yards, indoor collective spaceand collective gardens – to the public realm of the streets, pathways and parks. The thesis studies the suburban neighbourhood Årsta in eastern Uppsala, whichshows the signs of a disperse suburban housing estate in its configuration of buildings,withdrawn from the streets, turning inward away from the public spaces. By adding built volume within the existing structure of the open yards, the boundariesbetween the public and the private spaces can be clearly defined and new activatedspaces can be created. Many fronts towards the streets and paths make people meet inevery-day life and new types of spaces can be used to set a framework for interactionbetween residents as well as outsiders. Such spaces can also work as a buffer betweenpublic life and the private dwelling, e.g. a collective garden mediates the space inbetween a pedestrian path and an inner yard.

O presente estudo desenvolve uma metodologia que agrega os produtos do sensoriamento remoto, em especial imagens provenientes de satélites de alta resolução espacial, como é o caso do satélite IKONOS, com os recursos dos sistemas de informações geográficas - SIG, para planejamento de Engenharia de Transportes. O parâmetro considerado é a acessibilidade. As cidades brasileiras, notadamente as de grande e médio porte, a partir da segunda metade do século passado até os dias atuais, vêm passando por uma expansão urbana rápida, crescente e desordenada, devido à ausência do planejamento urbano. Em virtude disso ocorrem sérios problemas sociais e econômicos. As medidas de acessibilidade podem ser utilizadas pelo administrador público para promover um adequado planejamento urbano dos municípios, principalmente o planejamento da infraestrutura viária e dos sistemas de transporte público coletivo. O objetivo é apresentar um arcabouço metodológico que se vale dos produtos de sensoriamento remoto e análises em ambiente SIG, para a extração e obtenção dos dados necessários para a determinação do índice de acessibilidade do setor empresarial do município de Osasco, localizado na Região Metropolitana de São Paulo. A partir de uma classificação baseada em objetos da imagem do município adquirida pelo sensor multiespectral do satélite IKONOS II, extraiu-se informações pertinentes quanto à localização das atividades comerciais e industriais do município, bem como sua posição em relação ao sistema viário da cidade. Os dados são convertidos e manipulados em um ambiente SIG. Após essa manipulação a medida de acessibilidade referente aos estabelecimentos comerciais e industriais de Osasco pode ser determinada. Tem-se, portanto, o índice de acessibilidade da atividade comercial e industrial do município. Índice esse, útil, por exemplo, para futuros investimentos e empreendimentos nesse setor para o município. A proposição desta metodologia se justifica, pois a detecção remota dos dados diminui o custo e o tempo despendidos em pesquisas de campo e atualizações de dados cadastrais. Desta forma, ela é uma alternativa interessante e bastante conveniente para localidades que não possuam dados em cadastro ou estes estão desatualizados. A validação desse método se verifica com o cálculo dessa mesma acessibilidade pelo método convencional, ou seja, com os dados do cadastro da Prefeitura do Município de Osasco, partindo da hipótese de que esses dados são corretos e confiáveis. Ao se comparar essas duas acessibilidades pode-se concluir sobre a aplicabilidade da metodologia proposta. Ao final, é possível verificar que a metodologia proposta pode ser aplicada, e é uma alternativa viável para localidades que não possuam dados cadastrais passíveis de serem usados para a determinação do índice de acessibilidade.
Considering the continuous urban growth, the lack of urban planning produces serious consequences whatever the subject. The accelerated and disordered urban sprawl faced by Brazilian cities since the 1950\'s has levered serious social and economic problems. In this context, the accessibility measures can be used as one of the several indicators to promote urban planning, mainly the highway network infrastructure and the public transportation system planning. This paper addresses a methodology for getting an accessibility index based on Remote Sensing and GIS technologies. Thus, objects of interest are detected from high resolution satellite images and then computed using GIS tools in order to refine the contextual classification process. Moreover, based on these objects as well as those based on the existing transportation road system, an accessibility index map is generated. Metrics of accessibility have been employed to validate the effective use of the proposed methodology for transportation planning. The accessibility measures are described and analyzed through a case of study in the city of Osasco, in the Metropolitan Region of São Paulo, Brazil. The proposed methodology consists in using the IKONOS II images to extract all the information needed to estimate accessibility. In order to do this, the first step is to do an object-based classification of the IKONOS II images. The goal of this classification is to find the commercials and industrial establishments located in the study area, and to extract the highway network of the city. These spatial data are analyzed within a GIS environment and an accessibility index is calculated using the parameters mined from the satellite images. This index is called Commercial and Industrial (C&I) accessibility, and it can be compared with C&I accessibility of other localities. The use of this methodology can be justified based on the fact that there are places with no recorded data or with outdated recorded data (highway network or C&I establishments). In this case, Remote Sensing Technologies can provide support for estimating the accessibility map index. Moreover, Remote Sensing can offer a significant reduction in cost and time for getting the database. The validation of this method is done by calculating the C&I accessibility index of the same study area through recorded data available in the Osasco municipality. These two accessibility index are compared, so it is possible to conclude about the efficiency of the proposed methodology. Therefore, the proposed methodology can be applied and it leads to satisfactory results.

Cette thèse vise à établir une réponse de structures urbaines optimisant les caractéristiques des préférences des habitants. Plus simplement écrit, nous cherchons à explorer quelle forme de ville tenc à répondre le plus favorablement aux aspirations de la population en suivant leurs préférences de consommation pour les aménités urbaines et vertes. En considérant un terrain d'étude théorique et en caractérisant la population par un modèle comportemental de type Cobb-Douglas, nous construisons le développement de la ville par étapes avec une arrivée successive des individus et explorons quelle réponse géométrique est la mieux adaptée. L'objectif final de la thèse est alors de montrer la possibilité d'élaborer une ville à géométrie fractale comme réponse aux demandes des personnes. Nous montrons qu'elle permet un équilibre entre accès aux deux aménités opposées, urbaines et vertes. Cette compensation des distances permet par suite d'offrir à chaque individu, à la fois un équilibre pour ses aménités et son budget, tout en satisfaisant aux exigences globales de la ville
This thesis aims to establish a urban structure that optimizes inhabitant's preferences. In other words, we want to find out which city shape answers the best the residents' aspirations, according to their consumption preferences for urban and green amenities. By considering a theoretical field of study and by characterizing the population by a Cobb-Douglas behavioral pattern, we will build step by step a city, assuming successive arrivais of new individuals, in order to find out which geometric shape gives the most suitable answer. The final goal of this thesis is there to suggest a city with a fractal shape as an appro- priate answer to the resident's expectations. We will show that this structure provides indeed both a balance between accesses to urban amenities and accesses to green amenities and a balance between amenities and budget, with an effective distance compensation that satisfies the overall exigencies of the city

Une stratégie d’aménagement durable représente un enjeu important pour le développement des agglomérations contemporaines. L’aménagement durable implique le développement de stratégies visant à réduire l’utilisation des ressources, accroître l’efficacité économique et améliorer l’intégration des aspects sociaux (ex. environnements conviviaux pour les piétons, équilibre entre modes de transport public/privé, réseaux routiers performants, viabilisation des terres agricoles, économie du mouvement ; accès à l’emploi pour tous, commerces, services ; santé, culture et loisirs). A l’inverse, le développement fractal (ex. étalement urbain) n’est pas sans répercussions néfastes sur la nature et tend à augmenter le volume du trafic (principales critiques émises dans une étude de Newman & Kenworthy, 1989, portant sur les relations entre densité d’implantation et consommation d’énergie). Fait intéressant, une ville trop compacte induit un effet semblable car elle peut être à l’origine de flux de trafic pour accéder aux espaces verts et récréatifs ou des déménagements vers des endroits plus éloignés du centre que les lieux de résidence actuels des citadins.Les ménages ne se contentent pas d’utiliser les aménagements urbains intégrés dans les zones à forte densité de population, ils aspirent également à un accès aux espaces verts et récréatifs. Schwanen et al. (2004) ont mis en évidence le fait que les ménages tendaient à optimiser leur choix de résidence en fonction de l’accessibilité de divers types de commodités, un phénomène foncièrement lié au taux de fréquentation (quotidienne, hebdomadaire, mensuelle et occasionnelle) de ces dernières (cf. pratiques spatiales de la population).A l’échelle urbaine, une compacité excessive entraîne par ailleurs des problèmes écologiques, tels que le manque d’espaces verts pour approvisionner la ville en air frais (microclimat urbain). Nous recherchons ainsi une solution afin de gérer le développement fractal de manière à pouvoir concilier efficacement le couple antinomique espaces verts/espaces urbanisés. Cette solution doit également intégrer les aspects dynamiques d’une ville et minimiser les émissions et les coûts du trafic et prévenir la désagrégation des terres agricoles. Sur la base de l’observation selon laquelle l’espace urbain repose sur le principe de la géométrie fractale, il paraît intéressant d’explorer dans quelle mesure la géométrie fractale peut être mise à contribution en vue de résoudre l’antagonisme spatial compacité/étalement urbain. Le système d’aide à la décision (SAD) développé ici permet d’articuler espaces verts et zones urbaines en partant du concept hiérarchique sous-jacent en vue de fournir des espaces récréatifs à proximité de l’espace urbanisé en évitant toutefois la fragmentation du paysage ouvert. Ce concept implique en outre une hiérarchie des centres principaux et auxiliaires à une échelle métropolitaine. Il permet d’améliorer l’accessibilité aux installations fréquentées sur une base quotidienne, hebdomadaire, mensuelle et occasionnelle. Des distances plus importantes sont acceptées pour les installations moins fréquentées
A sustainable and sustaining planning strategy is globally important for metropolitan areas. Sustainable planning addresses the development of strategies to reduce the use of resources, increase economic efficiency and improve integration of social aspects (e.g. pedestrian-friendly environments, well-balanced public and private transport modes, efficient street networks, land use, movement economy; access for all to jobs, retail, services; healthcare, culture and leisure). In contrast, splinter development (e.g. urban sprawl) involves damage to nature and generation of an increasing volume of traffic (these are the main criticisms following a study by Newman and Kenworthy (1989) on the relationship between settlement density and energy consumption). Interestingly, the overly compact city also has this effect as it may generate traffic flows for accessing green and leisure areas, or changes of residence due to a favouring of sites that lie farther away from the centre than the inhabitants’ current places of residence. Households not only consume urban amenities integrated into densely populated areas, but also aspire to have access to green and leisure areas. Schwanen et al. (2004) showed that households usually optimize their residential choice with respect to accessibility to various types of amenities, which is inherently linked to the frequentation rate of these amenities (daily, weekly, monthly, and occasional) (c.f. spatial practice of people). Moreover, on an urban scale, over-compactness causes ecological problems such as a lack of green wedges for supplying the city with fresh air (urban microclimate).Thus, we aim to find a solution for managing dispersed development which marries the twin elements of green and built-up space in a highly efficient manner. This solution also needs to incorporate dynamic aspects of a city as well as minimizing traffic costs and emissions. Based on the observation that urban space is founded on the principle of fractal geometry, it seems interesting to explore to what extent fractal geometry may be drawn upon for solving the spatial antagonism of compactness and urban sprawl.The decision support system “Fractalopolis” developed herein allows an articulation of green areas and urbanised space based on the underlying hierarchical concept, thus providing leisure areas in the neighbourhood of urbanised space but avoiding fragmentation of open landscape. In addition, this concept introduces hierarchy of centres and sub-centres on a metropolitan scale, allowing accessibility to daily, weekly, monthly and occasionally frequented facilities to be improved. Larger distances are accepted for less frequented amenities

Le attività condotte ai fini di questa ricerca sono state sviluppate seguendo un percorso metodologico che parte da un quesito di carattere culturale, ovvero quali "strategie" pianificatorie si possono adottare in un ambito geografico alpino oggetto di un elevato fenomeno di spopolamento, nonostante una certa maturità economica, come il caso della provincia di Belluno. A tal fine sono state indagate le possibili "politiche" da sviluppare per modificare tale criticità, partendo dalla constatazione che l’isolamento geografico di questo territorio è causato dall’assenza di un valico alpino a Nord e dal deficit infrastrutturale dell’intera provincia. I temi affrontati sono i seguenti: l’accessibilità, per comprendere quanto essa possa influire sulle sperequazioni territoriali; le domande sociali del territorio bellunese interessate al tema dell’accessibilità verso nord; gli scenari trasportistici che si stanno configurando a livello strategico riguardo alle connessioni nazionali ed internazionali (ossia quelle che potremmo definire come "nuove geografie delle comunicazioni"); la costruzione e l’applicazione di un modello di valutazione di supporto alle decisioni, denominato Analytic Hierarchy Process (AHP), all’interno di un processo di Valutazione Ambientale Strategica (VAS). L’ultimo aspetto, in particolare, è stato sviluppato individuando un modello valutativo, tra i molti presenti in letteratura, che permettesse di migliorare l’efficacia del processo di VAS, metodo generale per valutare la sostenibilità dei processi programmatori (come le "politiche" di sviluppo territoriale) e pianificatori. In questo senso si è posta l’attenzione sull’AHP che è stata sviluppata non solo per testarne l’efficacia come strumento valutativo, ovvero capace di fornire risultati significativi nel supporto alle decisioni, ma anche per verificare se detto modello può essere collocato nel generale processo di VAS. Tale sperimentazione di integrazione del modello AHP nella VAS, ha quindi permesso di dimostrare che l’AHP può rendere maggiormente efficace la VAS (se il modello AHP viene applicato nella fase ex ante della VAS), aumentandone il significato strategico, nella verifica della sostenibilità di azioni pianificatorie e programmatorie a scala vasta.

Tese no âmbito do Doutoramento no Programa Doutoral em Planeamento do Território, orientada pela Senhora Professora Anabela Salgueiro Narciso Ribeiro e apresentada ao Departamento de Engenharia Civil da Faculdade de Ciências e Tecnologia da Universidade de Coimbra.
Esta tese tem como objetivo primordial a identificação das falhas territoriais na provisão de transporte público na cidade brasileira do Recife. O município está localizado na parte nordeste do Brasil, região que possui os valores mais baixos em alguns dos indicadores socioeconómicos do país. A densidade populacional do Recife é de 7.039,64 habitantes / km² e apenas 49,6% dos domicílios urbanos em vias públicas têm uma urbanização adequada, incluindo infraestruturas essenciais (IBGE, 2010). Seguindo a tendência das cidades latino-americanas, a população vulnerável vive nas periferias, dependendo dos transportes públicos para aceder ao centro. Os desequilíbrios entre oferta e procura dos transportes públicos e as lacunas geradas por eles, contribuem para acentuar as desigualdades sociais. Desta forma, esta tese de doutoramento procurou desenvolver uma metodologia a partir de uma revisão da literatura. Procurou-se que esta revisão da literatura fosse relevante nesta matéria e que permita desenvolver uma metodologia de identificação das falhas territoriais no serviço de transportes públicos do Recife, principalmente em relação às pessoas em desvantagem social. Desta forma procurou-se criar inovação a partir do método need-gaps de Currie (2010). Outras técnicas foram utilizadas na adaptação do novo método, como as de Chen et al (2018), Jaramillo et al (2012), Saghapour et al (2016) e Delbosc e Currie (2011). A metodologia compreendeu em primeiro lugar o cálculo de uma medida da oferta e de uma medida da procura para cada um dos 94 bairros do Recife. O confronto entre estas medidas tem como resultados as falhas territoriais da oferta diante das necessidades sociais do utente do transporte público (need-gaps). Foi utilizado o ArcGIS 10.6 no desenvolvimento e aplicação da metodologia. A medida da oferta é construída a partir da utilização das linhas (e respetivas rotas) de autocarros e metro existentes na cidade do Recife. Foram criadas áreas de serviço das paragens ou estações de cada rota (PSAs – polygonal service areas) de cada modo de transporte público através do GIS, a partir da rede viária do Recife. Cada rota específica tem um conjunto de áreas de serviço que compõem o buffer desta rota, ou seja, a população alcançada pela mesma dentro de um trajeto facilmente realizável a pé. São feitos ajustes na medida da oferta com a inserção da frequência de cada rota, e também do fator capacidade relativo aos veículos que operam na rota. A medida da procura é calculada através da soma ponderada de indicadores propostos que refletem as diversidades socioeconómicas da identidade da cidade e de sua população, caracterizando o problema da interação entre a desvantagem em transporte e a desvantagem social. Posteriormente e após normalização, a oferta é subtraída pela procura, procurando identificar várias classes da relação entre as duas com uma variável que se designa por need-gaps. Um indicador de nível de serviço é desenvolvido paralelamente, sendo proveniente da adaptação da medida da oferta desenvolvida através da inclusão de um fator populacional. Procedeu-se também a uma adaptação do índice de oferta de transportes públicos, para avaliação do serviço entre um equipamento de referência na área da saúde no Recife, o Hospital da Restauração, e os bairros da cidade. Por fim, procurou-se também a avaliação da questão das desigualdades identificadas no território de Recife com recurso ao método combinado que integra as curvas de Lorenz e o coeficiente de Gini para uma análise no contexto global da cidade. Desta forma agregando todos os bairros do Recife e identificando e analisando as discrepâncias entre a oferta e a procura. Alguns resultados são mostrados a seguir, obtidos com a aplicação da metodologia proposta: Meio milhão de recifenses (36% da população) dispõe de oferta de transporte público abaixo da média, mas primordialmente num nível que varia entre baixo e muito baixo. A desvantagem social desta parte da população, de acordo com o índice da procura, é acima da média variando até um nível muito alto. Assim, a classe need-gaps encontrada para o grupo citado é a de alta deficiência. Estas need-gaps estão localizadas principalmente em bairros da periferia da cidade. Há casos em que as need-gaps estão na classe oferta alta. São 21 bairros que abrigam apenas 10,6% da população da cidade. Eles estão inseridos na classe da procura baixo e muito baixo, isto é, possuem baixa desvantagem social. A localização destes bairros é no entorno da área central da cidade, onde os bairros têm need-gaps baixos pois estão na categoria de oferta excessiva. O indicador de nível de serviço, por sua vez, mostra a proximidade das pessoas aos transportes públicos de uma forma alternativa. Neste caso, são 12 bairros (7% da população) que garantem que os transportes públicos estão mais perto para seu acesso. Os níveis de serviço variam entre acima da média e muito alto. Estes bairros ficam também na área central da cidade, onde a oferta tende a ser melhor, conforme se explicou acima. Em contrapartida, um total de 72 bairros (84% da população) têm uma classificação que varia entre zero oferta até abaixo da média. No entanto, a informação que permite não é tão detalhada como a fornecida pelo need-gaps uma vez que neste caso (dos need-gaps) a medida da procura é mais composta. A medida da oferta entre o Hospital da Restauração e bairros da cidade mostrou excelente oferta nas proximidades do hospital, diminuindo a força, mas se mantendo em oferta média, para os bairros da área central, norte e noroeste. Uma pequena parcela dos bairros do sul ainda são beneficiados com oferta na categoria média. As demais partes da cidade dispõem de oferta muito baixa. Neste mesmo contexto foram os resultados do indicador de acessibilidade entre o Hospital da Restauração e os bairros, oferta muito alta nos bairros do entorno do hospital e na área central do Recife. No entanto, a tendência à dispersão da oferta é muito grande para os bairros que vão se distanciando do centro e do hospital. As distribuições territoriais dos resultados obtidos quer para os need-gaps quer para o indicador do nível de serviço dos bairros foram ainda analisadas através de uma análise territorial com recurso ao programa Geoda, constatando-se que a distribuição territorial revela alguns clusters e outliers com significância estatística, seguindo as mesmas tendências anteriormente detetadas aquando do cálculo dos dois indicadores. Tendo alcançado todos os objetivos enunciados com esta tese, a metodologia proposta para o estudo de caso do Recife poderá contribuir para as tomadas de decisão no planeamento dos transportes do Recife, com ligação ao planeamento do seu território. A metodologia desta tese poderá ser usada noutras cidades brasileiras e noutras cidades do mundo, com a necessária adaptação.
This thesis has as its main objective the identification of territorial flaws in the provision of public transport in the Brazilian city of Recife. The municipality is located in the northeastern part of Brazil, a region that has the lowest values in some of the country's socioeconomic indicators. Recife's population density is 7,039.64 inhabitants / km² and only 49.6% of urban households on public roads have adequate urbanization, including essential infrastructure (IBGE, 2010). Following the trend of Latin American cities, the vulnerable population lives on the outskirts, depending on public transport to access the center. The imbalances between supply and demand for public transport and the gaps generated by them, contribute to accentuate social inequalities. Thus, this doctoral thesis sought to develop a methodology based on a literature review. This review of the literature was sought to be relevant in this matter and to allow the development of a methodology for identifying territorial flaws in the public transport service in Recife, especially in relation to people at a social disadvantage. In this way, we tried to create innovation based on Currie's (2010) need-gaps method. Other techniques were used to adapt the new method, such as those by Chen et al (2018), Jaramillo et al (2012), Saghapour et al (2016) and Delbosc and Currie (2011). The methodology first comprised the calculation of a measure of supply and a measure of demand for each of the 94 neighborhoods in Recife. The confrontation between these measures results in the territorial failures of the offer in view of the social needs of the public transport user (need-gaps). ArcGIS 10.6 was used in the development and application of the methodology. The measure of supply is built from the use of the lines (and respective routes) of buses and metro existing in the city of Recife. Service areas were created for the stops or stations on each route (PSAs - polygonal service areas) for each mode of public transport through the GIS, from the Recife road network. Each specific route has a set of service areas that make up the buffer for this route, that is, the population reached by it within a path that can easily be done on foot. Adjustments are made in the measure of the offer with the insertion of the frequency of each route, as well as the capacity factor related to the vehicles operating on the route. The measure of demand is calculated through the weighted sum of proposed indicators that reflect the socioeconomic diversity of the city and its population, characterizing the problem of the interaction between transport disadvantage and social disadvantage. Subsequently and after normalization, supply is subtracted from demand, seeking to identify various classes of the relationship between the two with a variable that is called need-gaps. A service level indicator is developed in parallel, coming from the adaptation of the measure of the offer developed through the inclusion of a population factor. The public transport offer index was also adapted to evaluate the service between a reference equipment in the health area in Recife, the Hospital da Restauração, and the city's neighborhoods. Finally, an attempt was also made to assess the issue of inequalities identified in the territory of Recife using the combined method that integrates the Lorenz curves and the Gini coefficient for an analysis in the global context of the city. In this way, aggregating all the neighborhoods in Recife and identifying and analyzing the discrepancies between supply and demand. Some results are shown below, obtained with the application of the proposed methodology: Half a million Recife residents (36% of the population) have below average public transport, but primarily at a level ranging from low to very low. The social disadvantage of this part of the population, according to the demand index, is above average, varying to a very high level. Thus, the need-gaps class found for the mentioned group is that of high deficiency. These need-gaps are mainly located in neighborhoods on the outskirts of the city. There are cases where need-gaps are in the high offer class. There are 21 neighborhoods that house only 10.6% of the city's population. They are in the low and very low demand class, that is, they have low social disadvantage. The location of these neighborhoods is around the central area of the city, where neighborhoods have low need-gaps as they are in the category of over-supply. The service level indicator, in turn, shows the proximity of people to public transport in an alternative way. In this case, there are 12 neighborhoods (7% of the population) that guarantee that public transport is closer for your access. Service levels range from above average to very high. These neighborhoods are also located in the central area of the city, where the offer tends to be better, as explained above. In contrast, a total of 72 neighborhoods (84% of the population) have a rating ranging from zero to below average. However, the information it allows is not as detailed as that provided by the need-gaps since in this case (of the need-gaps) the measure of demand is more composed. The measure of supply between the Hospital da Restauração and neighborhoods in the city showed an excellent supply in the vicinity of the hospital, decreasing the strength, but remaining in average supply, for the neighborhoods of the central area, north and northwest. A small portion of the neighborhoods in the south still benefit from an offer in the middle category. The rest of the city has a very low supply. In this same context were the results of the accessibility indicator between Hospital da Restauração and the neighborhoods, a very high offer in the neighborhoods surrounding the hospital and in the central area of Recife. However, the tendency for supply to be dispersed is very great for neighborhoods that are moving away from the center and the hospital. The territorial distributions of the results obtained both for the need-gaps and for the service level indicator of the neighborhoods were also analyzed through a territorial analysis using the Geoda program, noting that the territorial distribution reveals some clusters and outliers with statistical significance, following the same trends previously detected when calculating the two indicators. Having achieved all the objectives stated in this thesis, the proposed methodology for the Recife case study can contribute to decision making in Recife's transport planning, with connection to the planning of its territory. The methodology of this thesis can be used in other Brazilian cities and in other cities in the world, with adequate adaptation.

Dissertação de mestrado em Engenharia de Sistemas
Public Transport (PT) networks are complex system that are essential to promote population´s mobility. In Portugal, the new Legal Regime of the Public Transport Service of Passengers (RJSPTP, Regime Jurídico de Serviços Públicos de Transporte de Passageiros) is the legal framework of PT networks and addresses the European directives established in Regulation (EC) 1370/2007. This new legal regime profoundly changes the paradigm of the management of public passenger transport services, decentralizing skills and responsibilities, previously concentrated in the Institute of Mobility and Transportation (IMT). In this context, it is critical to understand how existing PT network performance can be assessed in order to identify flaws supporting the design of the future PT networks. This project aims at developing a framework to support the performance evaluation of PT networks in the new RJSPTP. A broad literature review allowed to identify main issues concerning the evaluation and improvement of bus public transport networks, as well as, the main techniques and methodologies associated. Based on the literature review a framework was developed to support the performance evaluation process, identifying key elements and key performance indicators A case study of a PT network in the CIM Ave has been carried out and the framework has been explored to support the analysis and design stages of the construction of a new network. Results allowed to identify the main challenges associated to the redesign of a PT network, in particular, the difficulty in obtaining the relevant data to undertake a full assessment process. After the case study, the performance of the framework was evaluated. It revealed the advantages, limitations and possible improvements of the proposed framework.
Redes de Transporte público (TP) são sistemas complexos que são essenciais para promover a mobilidade de população. Em Portugal, o novo Regime Jurídico de Serviços Públicos de Transporte de Passageiros (RJSPTP) elimina as diretivas Europeias estabelecidas no Regulamento n.º 1370/2007. Este novo regime jurídico muda profundamente o paradigma de gestão de serviços públicos de transporte de passageiros, a descentralização de competências e responsabilidades, anteriormente concentrada no Instituto da Mobilidade e dos Transportes (IMT). Novos Autoridades de Transporte, baseados em Municípios ou Comunidades Intermunicipais são agora responsáveis pela conceção e gestão de redes de transporte público. Neste contexto, é fundamental entender como o desempenho da rede existente de TP pode ser avaliado, a fim de identificar falhas e apoiar a conceção de redes de TP. Este projeto inclui o desenvolvimento de um modelo para apoiar a avaliação de desempenho de redes de TP considerando o novo RJSPTP. Uma ampla revisão da literatura permitiu identificar as principais questões relativas à avaliação e melhoria de redes de transportes públicos, bem como, as principais técnicas e metodologias associadas. Com base na revisão de literatura foi desenvolvido um modelo para apoiar o processo de avaliação do desempenho, identificação de elementos-chave e indicadores-chave. O estudo de caso da rede TP da CIM do Ave foi realizado e o modelo foi explorado para apoiar a análise e o planeamento de uma nova rede. Os resultados permitiram identificar os principais desafios associados ao redesenho de uma rede TP, em particular, a dificuldade na obtenção de dados relevantes para realizar uma avaliação completa do processo. No final, o modelo foi avaliado, tendo-se identificar as suas vantagens, limitações e possíveis melhorias.
Financial support provided by COMPETE: POCI-01-0145-FEDER-007043 and FCT - Fundação para a Ciência e Tecnologia within the Project Scope: UID/CEC/00319/2013

Cette thèse se propose d'évaluer comment peut-on gérer durablement l'espace montagnard, de telle manière qu'on puisse assurer les impératives de protection et de conservation des éléments naturels par rapport aux besoins d'utilisation de cet espace par la population locale. Les deux études de cas de notre recherche ont un statut spécial dans cette problématique : il s'agit de deux réserves naturelles situées en zone montagnarde, les réserves naturelles L'épicéa de résonance de Lăpuşna (Carpates roumaines) et Les Hauts de Chartreuse (Alpes Françaises). Le point commun de ces deux réserves naturelles est le rôle primordial des écosystèmes forestiers : la réserve roumaine est un écosystème forestier d'intérêt européen et dans la réserve naturelle française, 45% de la surface totale est boisée avec des peuplements d'intérêt européen. Pour étudier ces réserves naturelles dans le cadre des territoires où elles sont inscrites nous avons utilisé deux méthodes : la première est celle du calcul de l'empreinte écologique pour évaluer si la demande en ressources de la population locale constitue une menace pour la biocapacité dont disposent les réserves naturelles étudiées et la deuxième consiste dans l'étude de l'accessibilité dans ces deux réserves naturelles en temps que principal facteur dont dépend le flux de visiteurs. La valeur de l'empreinte écologique des populations qui habitent à proximité de ces réserves naturelles rend visible la valeur de la pression humaine vers les ressources qui existent dans les réserves naturelles, car la consommation de ces populations peut dépasser la biocapacité qu'elles ont a leur disposition.