Dissertations / Theses: 'Economy of transports'

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Francart, Nicolas. "Climate Implications of a Collaborative Economy Scenario for Transportation and the Built Environment." Thesis, KTH, Miljöstrategisk analys (fms), 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-188974.

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In a context of increasingly ambitious climate objectives after the Paris Agreement in 2015, this thesis investigates a scenario for sustainable development in Sweden in 2050 in terms of greenhouse gases emissions. The scenario is built around the idea of a development of collaborative economy in a context of low growth or degrowth. The concept of “collaborative economy” encompasses the sharing of services and underused and unwanted goods between individuals, a focus on the access to services rather than the ownership of products, and new ways of sharing space and time (cohousing, time banks, etc). The present study focuses on the implications of the Collaborative Economy scenario for transports and the built environment at a municipal scale, and aims at modeling the corresponding greenhouse gases emissions. A literature review was carried out to identify the main aspects of the scenario and exemplify the changes it entails. Two spreadsheet models were then developed for transports and the built environment, estimating greenhouse gases emission levels based on a range of assumptions elaborated from the literature review. The municipality of Malmö was used as a case study. Overall, the results of the models and the sensitivity analysis indicate a rather weak influence of collaborative economy strategies on greenhouse gases emissions. Strategies related to changes in the energy mix for heating, materials used in construction, fuels, etc seem to be much more impactful. However, such strategies only impact greenhouse gases emissions, whereas collaborative economy strategies can have other benefits. In particular, cohousing can increase social capital and foster sharing, which in turn could decrease energy and material use for the production of goods. Ridesharing, remote working among others, can decrease congestion and the daily distance traveled. Most of these strategies also provide energy savings, improving the resilience of the system and freeing the energy supply for other purposes.
Bortom BNP-tillväxt

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Geloso, Grosso Massimo. "Air transport services in APEC : regulation, impact on trade and political economy of reform." Paris, Institut d'études politiques, 2010. http://www.theses.fr/2010IEPP0047.

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Cette dissertation a trois buts principaux: 1) fournir une vue d’ensemble des services du transport aérien dans le contexte du Forum de coopération économique Asie-Pacifique (APEC) et de l’évolution de la réglementation du secteur dans ces pays; 2) estimer les effets potentiels de la réduction des empêchements commerciaux et réglementaires dans le secteur; et 3) examiner les différentes politiques disponibles aux économies d’Asie-Pacifique pour maximiser les avantages de la libéralisation du transport aérien. Une attention particulière est prêtée à la pertinence de cette recherche pour les politiques des gouvernements de l’APEC à moyen terme. Les deux premiers chapitres présentent les caractéristiques des fluxes commerciaux et de la réglementation dans la région de l’APEC, respectivement dans le domaine des services du transport aérien de passagers et de fret. Ils analysent alors à quel point la réduction des barrières commerciales au transport aérien augmente le commerce international de la région. Tous les deux sont principalement empiriques, mais ils se basent sur une recherche récente à ce sujet qui fournit une fondation théorique pour motiver la recherche empirique. Le premier chapitre se concentre sur les effets de la libéralisation sur le trafic des passagers et le deuxième sur l’impact sur les échanges de marchandises, y compris sur des produits d’intérêt pour les économies d’Asie-Pacifique. Le troisième chapitre complémente les deux premiers en examinant le rôle des réglementations et des politiques réparatrices pour aboutir à une libéralisation réussie du transport aérien dans l’APEC
The aim of this dissertation is threefold: 1) to provide an overview of the Asia Pacific Economic Cooperation (APEC) air transport services and evolving regulatory landscape; 2) to estimate the potential effects of easing trade and regulatory impediments in the sector; and 3) to examine policy options available to Asia Pacific economies to maximise the gains of air transport services liberalisation. Particular attention is paid to the policy relevance of this research for APEC governments in the medium term. The first two chapters present trade and regulatory patterns in the APEC region, respectively in air passenger and cargo services. They then analyse the extent to which reduction of air transport services impediments enhances the region’s international trade. Both are primarily empirical, but build on insights from recent research that provides a theoretical foundation to motivate the empirical investigation. The first chapter focuses on the effects of liberalisation on passenger traffic and the second on trade in merchandise, including with a focus on products of interest for Asia Pacific economies. The third chapter complements the first two by examining the role of regulation and remedial policies for the successful liberalisation of air transport in APEC. Having made the case for liberalisation through empirical analysis in the first two chapters, the focus here is on to how to minimise the downsides potentially stemming from reform in the sector, particularly in relation to competition policy and environmental protection. The chapter also explores negotiating options available to economies in the region

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Launay, Pierre. "Le redéploiement technique et organisationnel des réseaux de messagerie dans les territoires." Thesis, Paris Est, 2018. http://www.theses.fr/2018PESC1091/document.

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La messagerie est le segment du transport terrestre de marchandises dédié au transport d’envois de détail (colis, sacs, petits lots palettisés) sur des longues distances. Elle s’appuie sur une organisation réticulaire pour traiter conjointement des envois appartenant à différentes chaînes logistiques, afin d’optimiser les capacités de chargement des véhicules. Au cours des vingt dernières années, elle a accompagné le redéploiement des systèmes de production et de distribution dans les territoires, et a intégré les outils de la révolution numérique sur les plans matériel (automatisation) et informationnel (technologies de l’information et de la communication). Dans leurs dimensions techniques et organisationnelles, les réseaux de messagerie n’ont plus grand-chose à voir avec ce qu’ils étaient à la fin du siècle dernier. Pourtant, aucun travail de recherche ne s’est penché sur cette question. Cette thèse propose de caractériser les modalités d’adaptation technique et organisationnelle des réseaux de messagerie aux mutations des systèmes de production et de distribution dans les territoires depuis la fin du XXe siècle. Elle s’appuie sur des informations recueillies auprès de professionnels de la messagerie et des données ouvertes. Elle révèle une multiplication du champ des possibles des envois de messagerie en termes de délais et de couverture géographique, et une segmentation des réseaux de messagerie selon le seul critère de conditionnement des marchandises, déterminant le potentiel d’automatisation de leur traitement dans les réseaux. A l’heure de l’intégration européenne et de la globalisation des chaînes logistiques, cette thèse propose de nouveaux outils pour comprendre le déploiement des réseaux de messagerie dans les territoires
The French concept of “Messagerie” describes both less-than-truckload (LTL) and parcel delivery operations based on network organizations. These transport operations rely on the consolidation and groupage of shipments belonging to different kind of supply chains. In the last two decades, this activity adapted to the evolution of production and distribution systems and has integrated the digital revolution tools in its internal organization. The French LTL and parcels networks have little in common with what they were in the ‘90s. Yet, their transformations are largely ignored in the scientific literature. This thesis proposes an analysis of the organizational and technical adaptation of French LTL and parcels networks to the evolution of the production and distribution systems in the last two decades. It is based on information gathered from professionals and open data. It reveals an extend of the range of possibilities offered by the transport networks in terms of delays and geographic coverage, and a technical specialization of these networks according to the size, weight and packaging of the goods transported, which determine their potential for automation. At a time of globalization, this thesis offers new tools to understand the deployment of transport networks in the territories

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Jabbour, Elias Marco Khalil. ""Infra-estrutura em energia e transportes e crescimento econômico na China - o enfrentamento da crise financeira e a formação de uma economia continental"." Universidade de São Paulo, 2005. http://www.teses.usp.br/teses/disponiveis/8/8136/tde-15112005-192513/.

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A crise financeira que assolou a Ásia no ano de 1997 demonstrou que a China possuía, igualmente seus vizinhos asiáticos, problemas em sua estrutura econômica e financeira. Os chineses reagiram a esta crise implementando uma política que contemplasse a expansão de sua demanda doméstica e a formação nas próximas décadas de uma economia continental que consolidasse o poder estatal sob o território e a sociedade do país. As condições objetivas para esse enfrentamento foram criadas ao longo de 20 anos de política de Reforma e Abertura: capacidade produtiva, sistema de intermediação financeira e o efetivo controle do Estado Nacional em todos os terrenos da governança chinesa. O verificado alavancamento dos investimentos nas infra-estruturas em energia e transportes constitui, assim, meio para abrir um novo ciclo de desenvolvimento econômico com expansão considerável de sua demanda doméstica e ao mesmo tempo viabilizar a formação de uma economia continental com impactos no mundo semelhantes aos verificados no momento em que os Estados Unidos da América consolidaram seu atual território na segunda metade do século XIX.
The financial crises that desolated Asia in 1997 has demonstrated that China, by the same way of the Asiatic neighbors, had economical and financial structures problems. The Chinese government reacted to this crisis with a policy that can lead with the extension of it domestic demand and the formation on the next decades of a continental economy to consolidate the power of the State beneath the country territory and society. The objective conditions of this confrontation were created along by 20 years of policies of Reform and Opening: productive capacity, intermediary financial system and the effective control of the National State on every branch of activities of the Chinese governance. The verified uptake of investments on infrastructure of energy and transports constitutes a mean to open a new cycle of economical development and simultaneously a considerable expansion of China's domestic demands and to make possible the formation of a continental economy with similar impacts to the world as can be verified at moment in which the United States of America has consolidated it's actual territory, in the second half of 19th Century.

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Janjevic, Milena. "Urban freight consolidation platforms as a means of decreasing costs and enhancing performance of urban logistics chains within the framework of a market economy: Application to Brussels-Capital." Doctoral thesis, Universite Libre de Bruxelles, 2016. http://hdl.handle.net/2013/ULB-DIPOT:oai:dipot.ulb.ac.be:2013/232373.

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Les centres de consolidation urbaine sont une mesure populaire dans la logistique urbaine visant à rationaliser les trajets liés aux livraisons en ville. Cependant, bien que les avantages environnementaux de ce type de dispositifs ont été largement abordés et documentés, un nombre important de cas d’implémentation n’ont pas parvenu à atteindre une participation suffisante et démontrer un modèle de fonctionnement viable. Les principaux obstacles liés à leur mise en œuvre relèvent des préoccupations financières et de l’acceptation de la part des acteurs de la logistique urbaine. Par conséquent, le succès de ces schémas logistiques est souvent conditionné par un fort soutien réglementaire et financier des pouvoirs publics. Récemment, de nouveaux types de modèles d'exploitation des centres de consolidation urbaine, proposant une gamme d'activités à valeur ajoutée, sont apparus, permettant une meilleure intégration de ces plateformes dans la chaîne d'approvisionnement. En outre, un grand nombre d'expériences récentes se concentrent sur la consolidation de fret à petite échelle, ce qui permet un assouplissement des besoins en ressources matérielles et humaines. L'objectif de cette thèse est d'étudier le potentiel des plates-formes de consolidation de fret urbaines de diminuer les coûts et d'améliorer les performances des chaînes logistiques urbaines. En particulier, la thèse traitera des facteurs qui influent sur la viabilité de ces schémas logistiques dans le cadre d'une économie de marché.La thèse est structurée autour de trois questions de recherche qui portent sur (1) la viabilité du modèle traditionnel du centre de consolidation urbain basé sur les activités de transbordement et de consolidation, (2) les impacts des mesures qui visent à soutenir la mise en œuvre des schémas de consolidation et le niveau d’approbation des acteurs de la logistique urbaine qui en découle, (3) l’impact des nouvelles approches dans le domaine de plates-formes de consolidation de marchandises en ville et en particulier des nouveaux modèles d’exploitation de centres de consolidation urbains et des plates-formes de micro-consolidation. En abordant ces aspects, la thèse démontre que le modèle du centre de consolidation urbain traditionnel peut présenter une alternative viable, mais que le succès de ces schémas logistiques est soumis à un grand nombre de conditions qui sont difficiles à satisfaire en pratique. La thèse identifie les mesures d'accompagnement qui peuvent à la fois accroître la participation dans le schéma de consolidation et l'acceptation des acteurs, ainsi que celles qui rencontrent une réponse plus mitigée de la part des acteurs. Enfin, la thèse identifie les avantages potentiels des nouveaux modèles d’exploitation de centres de consolidation ainsi que les avantages de la consolidation à petite échelle.
Urban consolidation centres are a popular measure in city logistics, which aims at rationalizing delivery trips in an urban area. However, although their environmental benefits have been extensively addressed and documented, many of the implementation cases fail to reach sufficient participation and demonstrate a viable business model. Some of the main barriers linked to their implementation are the financial concerns and the stakeholder acceptance. Consequently, the success of these schemes has often been subject to a strong regulatory and financial support from public authorities. Recently, new forms of urban consolidation centre operating models offering a range of value-added activities have appeared, allowing a better integration of these facilities in the overall supply chain. Furthermore, a large number of recent experiments focus on small-scale freight consolidation, relaxing the requirements for material and human resources. The objective of this thesis is to investigate the potential of urban freight consolidation platforms to decrease the costs and improve the performance of urban logistics chains. In particular, the thesis will address factors that influence the viability of these schemes in a framework of market economy.The thesis is structured around three research questions that address (1) the viability of the traditional urban consolidation centre model based on transhipment and consolidation activities (2) the impact of market-based accompanying measures for urban consolidation centre project implementation and the resulting level of stakeholder support and (3) the impact of new approaches in urban freight consolidation platforms and in particular those of new urban consolidation centres operating models and micro-consolidation platforms. By tackling these aspects, the thesis demonstrates that the traditional urban consolidation centre model can present a viable alternative but that the success of the scheme is subject to a large number of requirements that are often difficult to meet in practice. The thesis highlights accompanying measures that can both increase the expected participation in the consolidation scheme as well as the stakeholder acceptance of the scheme, and those that meet a less positive stakeholder response. Finally, the thesis identifies the potential benefits of new operating models of urban consolidation centres and of small-scale consolidation.
Doctorat en Sciences de l'ingénieur et technologie
info:eu-repo/semantics/nonPublished

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Drut, Marion. "Using the concept of functional economy to explore the spatial and environmental challenges associated with sustainable mobility." Thesis, Lille 1, 2014. http://www.theses.fr/2014LIL12013/document.

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La congestion automobile, les difficultés de stationnement, et la pollution atmosphérique constituent des enjeux contemporains affectant particulièrement les zones urbaines. Ces enjeux se renforcent mutuellement et appellent des mesures conjointes. Cette thèse propose de dépasser les approches cloisonnées en utilisant le concept d’économie de la fonctionnalité (EF). Plus précisément, cette étude explore le rôle d’un système de transport basé sur la fonction, et notamment sur le partage des usages, dans la résolution des problématiques spatiales et environnementales liées à la mobilité durable. Après avoir présenté le concept d’EF et son application au domaine de la mobilité (article 1), nous explorons le rôle du partage des usages dans la résolution des problématiques spatiales et environnementales (article 2). Nous mettons ensuite en lumière les mécanismes sous-tendant les rivalités d’usage liées au stationnement (article 3), ainsi que l’impact de la pollution atmosphérique locale sur la productivité du travail (article 4). Cette thèse permet de mettre en perspective les projets d’infrastructures ou les politiques de transport par une analyse des problématiques liées à la mobilité sous deux angles distincts. Tout d’abord, les politiques de transport sont explorées en lien avec l’espace pris comme une ressource rare en libre accès et dont la consommation par les modes de transport a un coût implicite et est sujette à rivalité. Ensuite, le lien entre meilleure accessibilité et hausse de la pollution atmosphérique locale est fait et l’analyse montre que la prise en compte des impacts environnementaux conduit à une estimation plus fine des gains d’agglomération attendus
Traffic congestion, parking problems, and air pollution constitute contemporary challenges affecting especially urban areas. These concerns are intertwined and mutually reinforcing ; there is thus a need to address them jointly. Using the concept of functional economy (FE), this thesis attempts to go beyond the traditional compartmentalized approach. More specifically, this study investigates the role of a function-based transportation system, and namely of sharing the uses, in addressing jointly the spatial and environmental issues associated with sustainable mobility. After a short presentation of the concept of FE and its application to transportation (essay 1), we examine the role of sharing the uses in addressing spatial and environmental issues (essay 2). Then, we highlight the mechanisms underlying the rivalry of use affecting parking (essay 3), as well as the impact of local air pollution on labor productivity (essay 4). This thesis allows putting into perspective transportation infrastructure projects or policies through a two-angle analysis of the issues associated with mobility. First, transportation policies are explored from a spatial perspective, with space considered as a scarce resource in open access and whose consumption from transportation modes is subject to a shadow cost and to rivalry. Then, the link between enhanced accessibility and increased local air pollution from transportation is drawn, and the analysis reveals that accounting for environmental impacts leads to more accurate assessments of the expected agglomeration gains

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Gameiro, Augusto Hauber. "Índices de preço para o transporte de cargas: o caso da soja a granel." Universidade de São Paulo, 2003. http://www.teses.usp.br/teses/disponiveis/11/11132/tde-17092003-140938/.

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Esta pesquisa foi motivada pela necessidade de desenvolvimento de uma metodologia para elaboração de índices de preços para os fretes de cargas agroindustriais no Brasil. O estudo das principais fórmulas utilizadas na elaboração dos índices culminou com a apresentação de um ranking segundo sua superioridade no atendimento às aproximações. Concluiu-se que os índices de Fisher e Walsh são aqueles capazes de atender ao maior número de preceitos lógicos, estatísticos e econômicos. Em seguida surgem os índices geométricos de Vartia, Törnqvist e Theil. Os índices de Laspeyres e Paasche, apesar de apresentarem algumas sérias limitações, acabam sendo amplamente utilizados na prática devido à fácil operacionalização. A pesquisa sobre os índices existentes para o transporte ratifica a idéia de que o Índice de Laspeyres é o mais utilizado. Essa análise ainda mostrou que os índices geralmente são elaborados com rotas bem definidas, para modais e tipo de carga bem definidos. A presente pesquisa apresentou um estudo de caso objetivando avaliar as variações nos procedimentos possíveis para a elaboração dos índices. A utilização de um estudo específico é justificada pela necessidade de se avaliar empiricamente os resultados obtidos a partir de índices distintos. Nesse sentido, foi escolhido o transporte rodoviário da soja a granel no Brasil. Foram realizados quatro tratamentos. Os tratamentos 1 e 4 mostraram-se mais adequados para a obtenção de um índice para o nível geral de frete. O primeiro, entretanto, apresenta baixa capacidade em fornecer informações mais desagregadas (sub-índices), uma vez que apresenta apenas agrupamento por faixas de distância. O quarto tratamento, por utilizar equações do preço em função da distância, deve ser considerado com ressalvas no fornecimento de sub-índices específicos. A principal vantagem que se espera desse tratamento é o conhecimento do nível geral dos preços sem perda de informações. Esse tratamento, sob o ponto de vista das aproximações, parece bastante razoável: atende à maior parte dos testes axiomáticos, está baseado em fundamentos estatísticos sólidos e utiliza uma função econômica que, estimada, fornece uma relação entre preço e quantidade. Os tratamentos 2 e 3, por sua vez, procuraram, por meio da desagregação, dispor de uma maior riqueza de informações, apresentando sub-índices por faixas de distância e regiões de origem e destino. Contudo, essa vantagem implica um esforço significativamente maior no processo de amostragem. A principal conseqüência de se trabalhar com informações incompletas é a ocorrência de sérias distorções (vieses) nos resultados finais.Em termos de informações para ponderação, foram testadas duas possibilidades: uma através da utilização da própria amostra (a distância percorrida), outra com o uso de informações exógenas (no caso, de uma matriz origem-destino que foi construída para esse fim). Recomenda-se a utilização de matrizes origem-destino, baseando-se no argumento de que isso diminuiria a responsabilidade sobre o processo amostral que, além dos preços, deveria também abranger as quantidades movimentadas. A realização da pesquisa permitiu a obtenção da variação acumulada no nível geral de preços para o transporte rodoviário de soja no Brasil no período entre fevereiro de 1998 e março de 2002. De acordo com os resultados dos tratamentos 1 e 4, essa variação teria sido de 76%.
This research was motivated by the necessity of developing a methodology to elaborate price indexes to cargo freights for agroindustrial products in Brazil. The study on the most used mathematical formulas to elaborate indexes resulted in a ranking that considers their superiority in terms of theoretical approximations. It was concluded that Fisher and Walsh indexes are those that attend most of the logical, statistical and economic principles, followed by the geometric indexes, like Vartia, Törnqvist and Theil. Laspeyres and Paasche, in spite of their limitations, are widely used in practice. The research on the existing transportation indexes ratifies the idea that the Laspeyres is the most used. The analysis also showed that these indexes are generally calculated considering well-defined routes to specific transportation modes and cargoes. A case study was selected to evaluate variations on possible procedures to index elaboration. The utilization of a specific study is justified by the need of empirically evaluating the results to be obtained through different indexes. In view of that, it was chosen the bulk soybean hauled by road transport in Brazil. Four treatments were conducted. The treatments 1 and 4 seemed to be more suitable to calculate an index for a general price level. The first one, nevertheless, shows low capacity to supply less aggregated information, provided that has only items related to different distances groups. The fourth, which uses equations of price in function of distance, should be carefully considered when referring to sub-indexes transparency. The main advantage of this treatment is the knowledge of general price level without information loss. This treatment, under the theorical approach, looks quite reasonable: it attempts to the majority of axiomatic tests, is based on statistics foundation and uses an economic function that, when estimated, gives the relation between price and quantity. The treatments 2 and 3, in their turn, try to rank more information through disaggregation, showing sub-indexes for distances groups and origin and destination regions. On the other side, this advantage causes the need of significantly more efforts (large number of observations) in sampling process. The outcome of incomplete information is the occurrence of distortion (errors) in final results. Related to the weighting system, two possibilities were tested: using the own sample as the main source (traveled distance), or using exogenous information (in this case, from an origin-destination matrix built for this purpose). Its recommended the employment of origin-destination matrixes, based on the argument that this would reduce the responsibility over the sampling process that, beyond the prices, should comply the volumes that were transported. As a result, it was obtained that the general price level variation of the soybean transported by road in Brazil, between February 1998 and March 2002, was 76%, considering the treatments 1 and 4.

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Margail, Fabienne. "Les parcs relais, outils clés de politiques intermodales de déplacement urbain." Phd thesis, Marne-la-vallée, ENPC, 1996. http://www.theses.fr/1996ENPC9633.

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La métropolisation, fruit des mouvements de concentration et d'étalement des populations et des activités qui depuis une vingtaine d'années affectent les grandes villes françaises, s'est accompagnée de bouleversements des modes de vie ainsi que de modifications structurelles des besoins de déplacement quotidien des personnes. C’est dans ce contexte socio-organisationnel que des stratégies de parcs relais, visant à organiser la complémentarité des moyens de transport collectif et individuel, ont été mises en œuvre dans les agglomérations et régions françaises. Ils peuvent concrétiser trois principaux types d'enjeux pour leurs différents promoteurs potentiels entre lesquels un compromis de réalisation et gestion doit être trouvé : optimisation de la rentabilité de l'offre de transport sur laquelle sont rabattus les flux diffus, organisation de l'intermodalité et de transferts modaux pour améliorer la desserte territoriale, orientation du développement urbain par réaffectation d'espaces ou territorialisation en des nœuds de réseaux. Ils fonctionnent dans les faits en instruments de maintien de noyaux urbains concentrés dont ils facilitent l'accessibilité ; mais plus largement, à l'échelle fonctionnelle des régions urbaines, ils instaurent un modèle d'organisation hiérarchisée des réseaux dans lequel un déplacement peut être réalisé en utilisant successivement transport collectif et automobile, chacun dans leur domaine géographique d'efficacité socio-économique maximum. La confrontation des échecs ou succès mitigés, finalement obtenus en France, avec les expériences en la matière de pays tant planificateurs (Allemagne, Suisse) que libéraux (Etats-Unis, Royaume-Uni), nous montre que des innovations techniques, organisationnelles et institutionnelles doivent être introduites aux étapes de localisation, conception et exploitation de ces pivots de chaines modales, également interfacés avec le territoire. Elles devront assurer dans le même temps leur intégration dans des politiques locales de déplacement à resituer au sein de réflexions globales sur le fonctionnement et le devenir des aires urbaines
Metropolisation, the result of the shifting patterns of concentration and expansion in populations and activities which have been affecting large French cities over the last twenty years, has been accompanied by major developments in lifestyle as well as structural changes in people’s daily travel needs. The individualisation of behaviours, the break-up of traditional forms of relationship, the spatial and temporal de-synchronization of rhythms have resulted in the dispersion of mobility flow over vast areas which tend to be globally appropriated by means of several public transport networks, or more often, the car. These developments have led to the exacerbation of traffic and parking problems in and towards the sectors of greatest density where the most efficient public transport networks are to be found. This is the socio-organisational background against which park and ride strategies, the aim of which is to organise the complementarity of public and individual means of transport, have been implemented in the agglomerations and regions of France. They represent three main types of challenge for their various potential developers between which a compromise with regard to their conception and management must be found : optimisation of profitability for the transport offer through an incease in users, the organisation of intermodality and modal transfers to cover a wider area, and the orientation of urban concentration to which they facilitate access, but on a wider scale, that of the functioning of urban regions, they establish a hierarchical model of network organisation within which a journey may be made using both public transport and the car, one after the other, each in the geographical area where its level of socio-economic efficiency is at its maximum. The comparison between the failures or mixed successes finally obtained in France and the experience both of countries with strong planning policies (Germany, Switzerland) and liberal countries (United States, United Kingdom), show us that technical, organisational and institutional innovations should be introduced at the location, design and operational stages of theses pivots in the modal chain, which are also interfaces with the region. At the same time, they shoul be intergrated into local tranport policies which must be placed at the centre of overall thinking on the functioning and future or urban areas

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Saidani, Michael. "Monitoring and advancing the circular economy transition : Circularity indicators and tools applied to the heavy vehicle industry." Thesis, Université Paris-Saclay (ComUE), 2018. http://www.theses.fr/2018SACLC071/document.

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Cette thèse fournit des clés pour mesurer, améliorer et piloter la performance de circularité de produits industriels à différentes échelles d’implémentation de l’économie circulaire (micro, meso, macro). Plusieurs indicateurs de circularité y sont expérimentés au travers d’un cas d’étude industriel et une analyse critique de ces indicateurs est effectuée au regard, entre autres, du paradigme de l’économie circulaire, et de leur intégration dans les pratiques industrielles de (re)conception et développement de produits et services. Dans le même temps, en réponse au nombre croissant d’indicateurs de circularité développés, de périmètres et d’ambitions inégales, une taxonomie d’indicateurs de circularité est proposée dans le but de clarifier le flou actuel autour de cette nébuleuse d’indicateurs de circularité. Cette classification ordonnée d’indicateurs est accompagnée de son outil informatique d’aide à la sélection afin de faciliter leurs usages appropriés. Un nouvel indicateur de circularité est également développé et expérimenté, puis des recommandations pour le développement d’indicateurs futurs sont discutées. Bien que les indicateurs évoqués dans la thèse aient pour vocation à être utilisés pour tout type de secteur, l’industrie des véhicules lourds en est le cadre d’application. En effet, en l’absence de réglementation européenne sur la fin de vie de ces véhicules, il s’agit d’identifier, de questionner et de tester les leviers d’actions que cette industrie peut activer pour améliorer sa performance dans une perspective d’économie circulaire.Tout d’abord, les meilleures pratiques et les défis actuels de l’industrie des véhicules légers et des véhicules lourds sont mis en exergue au regard des quatre pierres angulaires de l’économie circulaire définis par la Fondation Ellen MacArthur (conception circulaire, nouveaux modèles d’affaires, logistique inversée, écosystème) et des quatre boucles principales du modèle circulaire (maintenance, réutilisation, reconditionnement, recyclage). Ces pratiques exemplaires sont synthétisées au sein d’un guide de deux pages pour faciliter leur diffusion et adoption par les praticiens industriels désirant mettre en oeuvre de tels modèles de circularité. Par la suite, une étude industrielle pilote a été menée avec un constructeur d’engins de manutention cherchant à développer son activité de reconditionnement d’engins en fin de vie. Inspiré par des investigations sur le terrain couplé à un état de l’art étendu, une modélisation multi-échelles – a) engin et composants clés, b) processus de démantèlement, c) filières de valorisation – a permis (i) de proposer et de valider une amélioration (en temps et en ressources) des opérations de démontage d’un point de vue organisationnel et technique, (ii) d’effectuer une analyse économique et environnementale des activités de démantèlement et de valorisation. Un premier outil d’aide à la décision a également été conçu pour accompagner l’industriel dans la valorisation optimale de son engin en fin de vie. Des réflexions sur la généralisation et transposition des approches développées à d’autres engins ou secteurs sont données, ainsi que des pistes de recherche prometteuses pour accomplir davantage la transition vers une économie circulaire – effective, efficiente et durable
Implementing circular economy practices is increasingly acknowledged as a convenient solution to meet the goals of sustainable development. Meanwhile, there is at present no recognized way of measuring how effectively a region or a company is in making the transition to a circular economy, nor holistic monitoring tools for supporting such a process. New methods and tools are required to support industrial practitioners in their transition towards more circular practices, as well as to monitor the effects of circular economy adoption. In absence of regulations addressing the end-of-life management of their fleet, the heavy vehicles industry is both a challenging and promising industrial sector – of huge economic and environmental importance, but barely addressed from a research perspective – that needs to be boosted in its move to a more circular economy. An in-depth preliminary study reveals indeed huge potential to develop circular strategies and solutions in the heavy vehicles sector. This research explores the improvement potential for closing industrial material and components loops.On this basis, the objectives of the present Ph.D. thesis are: to provide an integrated and comprehensive framework to measure, improve and monitor the circularity performance of complex industrial systems; to identify the best mechanisms and action levers to close the loop on heavy vehicles and associated key components - providing thus decision-making support for the end-of-life management of heavy vehicles. At the intersection of design engineering and industrial ecology, this Ph.D thesis - by articles - aims to provide new meaningful insights both for academics and industrial practitioners. In fact, for each chapter, academic publications and industrial deliverables are given, illustrating and disseminating both theoretical contributions and practical implications. For instance, it includes: a proposed taxonomy of circularity indicators and its associated selection tool; an experimentation and critical analysis of several circularity indicators on a heavy vehicle’s key component; the design of a multi-tool methodology to model, simulate and quantify the impact of potential circular strategies; an industrial pilot study on an end-of-life heavy vehicle, dealing with the techno-economic and environmental analysis of possible recovery options

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Quinino, Roberto da Costa. "Modelo econométrico para demanda de transporte aéreo regular doméstico : abordagem clássica e bayesiana." Instituto Tecnológico de Aeronáutica, 1992. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=1796.

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O presente trabalho representa uma contribuição, teórica e prática, ao estudo do modelamento da demanda de transporte aéreo regular doméstico. O trabalho divide-se em três partes: na primeira são discutidas as escolhas das variáveis do modelo. Ainda nessa parte, pesquisa-se, através da metodologia de Box-Cox, forma funcional do modelo. Na segunda é apresentada a inferência Bayesiana como método poderoso para incorporar informações. Na última é realizada estimação clássica e bayesiana dos parâmetros do modelo adotado e verificada as hipóteses a ele associado.

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Fernandes, Marcos Roberto. "Identificação de potenciais de demandas de passageiros de aeroportos regionais." Instituto Tecnológico de Aeronáutica, 2014. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=2921.

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Este trabalho consiste no desenvolvimento de modelos para identificação de potenciais de demandas de aeroportos regionais. Produziram-se modelos com o emprego de técnicas estatísticas, precipuamente Regressão Múltipla, com elementos sócio-econômicos de localidades do interior do Brasil e a inclusão da variável Pax/ano dos respectivos aeroportos; e Séries Temporais, por meio da utilização de dados históricos do Aeroporto de São José dos Campos, escolhido para testar os modelos desenvolvidos nesta Dissertação. As metodologias são demonstradas através da análise das regressões com a adoção da variável Pax/ano como dependente e a aplicação das variáveis independentes População, PIB, Número de Pessoas com Renda e Número de Automóveis de cada localidade ou região de influência do aeroporto correspondente; e também, com a verificação do comportamento temporal, em seqüência, das variações do movimento de passageiros no SBSJ. Os resultados obtidos evidenciam a aplicabilidade dos modelos, os quais podem ser considerados como ferramentas para o desenvolvimento das atividades de planejamento aeroportuário de cidades de médio porte. Destaca-se que o modelo matemático resultante da regressão múltipla pode também ser aplicado na elaboração de estudos em que se busca identificar os potenciais de demandas de passageiros em aeroportos regionais a serem construídos ou que receberão investimentos para melhorar a infra-estrutura.

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Bernardes, Júnior Edson. "Uma análise sobre utilização de veículo híbrido na matriz de transportes da UFG Campus Samambaia: economicidade aliada à sustentabilidade." Universidade Federal de Goiás, 2016. http://repositorio.bc.ufg.br/tede/handle/tede/6073.

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The current world situation distinguishes itself through measures that preserve natural resources and they can be less harmful to the environment. This view could not be different for the auto industry, which in turn accounts for 5% of the brazilian GDP, employs over 1.5 million people and receives prominent position worldwide. Now exist a greater concern to produce more energy efficient vehicles and less polluting. Emerge hybrid vehicles as a possible solution to the chaos seen in large cities, appearing the car as the biggest polluter. However, some drawbacks, mainly linked to car price formation, still hinder the access of a majority of the population to the type of hybrid powertrain. In this sense this research analyzes to verify how behave a possible gradual replacement of vehicles for a vehicle fleet composed entirely by internal combustion vehicles for other hybrids. And then proposes such action in a higher education institution (IFES), the Federal University of Goiás (UFG), which was observed the main variables for six possible scenarios, where 20% of the existing fleet would be gradually replaced, for a sample that is 20.48%of the total to reach the completeness with hybrid vehicles. This proved that the hybrids are more efficient in all the proposals made, but that the high cost of purchasing replacement make it impossible for a short term, requiring more than six years of use.
A atual conjuntura mundial preza por medidas que preservem os recursos naturais e que consigam serem menos agressivas ao meio ambiente. Esta perspectiva não poderia ser diferente para a indústria automobilística, que por sua vez é responsável por 5%do PIB brasileiro, emprega mais de 1,5 milhões de pessoas e recebe posição de destaque mundialmente. Vêse agora, uma maior preocupação em produzir veículos mais eficientes energeticamente e menos poluidores. É assim que despontamos veículos híbridos como uma possível solução ao caos observado nas grandes metrópoles, onde aparece o automóvel como o maior poluidor. No entanto, alguns empecilhos, principalmente ligados à formação de preço dos automóveis, ainda dificultam o acesso de uma maior parte da população ao tipo de motorização híbrida. É neste sentido que surge esta pesquisa com o intuito de verificar de que forma se comportaria uma possível substituição gradativa de veículos para uma frota veicular composta integralmente por veículos a combustão interna por outros híbridos. Sendo então proposta tal ação em uma Instituição de Ensino Superior (IFES), a UFG , onde foi observada as principais variáveis para seis possíveis cenários, onde seriam gradualmente substituídos 20% da frota existente, para uma amostra que representa 20,48% da totalidade, até atingir a integralidade com veículos híbridos. Esta comprovou que os veículos híbridos são mais eficientes em todas as proposições feitas,mas que, os altos preços de aquisição tornam inviável a substituição para um curto prazo, sendo necessário um período superior a seis anos de uso.

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Queiroz, Bracchark Nogueira de. "Análise de demanda por viagens aéreas em ligações da Europa e dos Estados Unidos com o Brasil." Instituto Tecnológico de Aeronáutica, 1987. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=1884.

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A análise da demanda por viagens aéreas internacionais nas ligações do Brasil com a Europa e com os Estados Unidos revela dois aspectos. O primeiro é o crescimento do tráfego total para as duas ligações. O segundo é a mudança no uso das tarifas pelos passageiros. Considerando estes dois aspectos, este trabalho apresenta uma análise da demanda visando obter dados que possibilitem explicar o comportamento do tráfego. Como os determinantes da demanda por viagens normalmente apresentam diferentes elasticidades, dividimos os mercados em segmentos com base na finalidade da viagem e fizemos a análise separadamente para cada segmento. Foram determinadas elasticidades mediante a utilização de modelos econométricos, usando a técnica de regressão múltipla e a teoria da escolha. Estes modelos foram calibrados com base em dados de tráfego cobrindo o período de 1977 a 1986. É apresentada ainda uma breve descrição do mercado em estudo e feita uma revisão da literatura. Os resultados dão uma visão do comportamento geral do mercado possibilitando a elaboração de uma adequada política de preços bem como a previsão da demanda do tráfego total e por finalidade da viagem.

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Pilegaard, Ninette. "Essays in transport and the economy /." Copenhagen, 2003. http://www.gbv.de/dms/zbw/369912519.pdf.

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Torres, Céspedes Manuel Enrique. "El transporte público urbano de autobuses en la ciudad de Santiago de Chile: Una propuesta de bases de licitación pública." Doctoral thesis, Universitat de Lleida, 2017. http://hdl.handle.net/10803/403757.

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Cada vegada que es consulta als xilens quin és el principal problema del seu país, assenyalen sempre el transport públic. Es tracta d’un tema complex, dons ens enfrontem a un total de 6.400 autobusos, amb 377 recorreguts, que cobreixen una àrea de 2400 km2 dintre de les 34 comunes que componen la ciutat de Santiago. D’altra banda, cada dia es constata en major mesura el fracàs que per diverses raons ha tingut el sistema fins ara vigent, el qual va ser implementat a partir d’unes bases establertes el 2005 com a conseqüència d’una convocatòria de licitació pública. Aquesta tesi té com a objectiu central contribuir a resoldre el problema principal dels residents a Santiago de Xile. Per aconseguir-ho, partirem d’una anàlisi detallada de l’actual sistema de transport públic d’autobusos, anomenat Transantiago, i dels seus orígens i experiències al llarg dels darrers anys, amb la finalitat de descobrir les causes de les seves deficiències i les eventuals possibilitats de millora.
Cuando se pregunta a los chilenos por el principal problema del país, invariablemente responden que el transporte público. Se trata de un tema complejo, ya que nos encontramos ante un total de 6.400 autobuses, con 377 recorridos, que cubren un área de 2400 km2 dentro de las 34 comunas que componen la ciudad de Santiago. Por otra parte, cada día en mayor medida se constata el fracaso que por diversas razones ha tenido el sistema hasta ahora vigente, el cual fue implementado a partir de unas bases establecidas en 2005, como consecuencia de una convocatoria de licitación pública. La presente tesis tiene como objetivo central el contribuir a resolver este importante problema que tienen, a día de hoy, los residentes en Santiago de Chile. A tal fin, se parte de un análisis detallado del actual sistema de transporte público de autobuses, el denominado Transantiago, sus orígenes y experiencias a lo largo de los últimos años, con el fin de descubrir las causas de sus deficiencias así como las eventuales posibilidades de mejora.
When asked what the most important issue facing their country is, Chileans routinely refer to public transport systems. In the Santiago Metropolitan Region alone, the Transantiago system administers up to 6.400 buses covering a total area of 2400 km2 along 377 different routes. In spite of these numbers, it is increasingly evident that this system has failed. The Transantiago was implemented following a request for proposals published in 2005. The main objective of this Thesis is to help solve the mobility problems of the inhabitants of Santiago de Chile. As such, we started with a detailed analysis of the Transantiago in its current form. Furthermore, we examined its origins and history in order to better understand the causes of its problems and to find scope for improvement.

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Florentino, Mauro Silva. "Gestão de custo no transporte marítimo de cargas no Brasil." Universidade do Estado do Rio de Janeiro, 2010. http://www.bdtd.uerj.br/tde_busca/arquivo.php?codArquivo=6171.

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A importância do transporte aquaviário é dada pelos diferentes modos de navegação, podendo ser por meio fluvial, lacustre e navegação marítima. Para a logística e economia brasileira, este é um modal extremamente importante, haja vista a pluralidade de transporte pelo fato das relações de exportação e importação ocorrerem especialmente por este tipo de modal. No Brasil há cinco modalidades de transportes: o aquaviário, o rodoviário, o aeroviário, o ferroviário e o dutoviário. Serão descritas nos próximos capítulos as características de cada tipo de modal, especificamente dos modais rodoviário e aquaviário, em especial a cabotagem, objeto principal deste estudo. O objetivo deste trabalho é analisar a atual situação do transporte marítimo no Brasil, especialmente a cabotagem. Através de três parâmetros - custos, tempo de viagem e segurança -, procurar-se-á avaliar o nível de qualidade do modal, visando à identificação da existência de pontos críticos e sugerir possíveis soluções baseadas na logística e na tecnologia, ferramentas fundamentais para a busca da eficácia na redução dos custos de transportes, contribuindo para um melhor resultado dos custos logísticos finais. Para uma reflexão sobre o transporte nacional de mercadorias por via marítima através da cabotagem, serão apresentadas as características principais do transporte marítimo, com suas vantagens e desvantagens e sua importância para a economia brasileira. A crítica envolverá a questão do frete marítimo e suas interrelações, discutindo variáveis que compõem o preço do frete. Ferramentas tecnológicas fundamentais para a eficácia das operações também serão abordadas durante este trabalho. Serão descritas as características dos portos brasileiros, em especial as dos portos do Rio Grande (RS), Santos (SP), Suape (PE) e Rio de Janeiro (RJ), a distancia entre o porto do Rio de Janeiro (RJ) e os demais, bem como o tempo de viagem relacionado entre eles. Explorado pela União diretamente ou mediante concessão (precedida de licitação), o porto organizado, construído e aparelhado para atender necessidades da navegação e da movimentação é administrado pelo Conselho de Autoridade Portuária - CAP -, contando ainda com a figura do OGMO Orgão Gestor de Mão de Obra que controla a força de trabalho nas áreas portuárias, organismos instituídos pela Lei n. 8.630, de 25 de fevereiro de 1993, chamada da Lei de Modernização dos Portos. Por fim serão analisadas as variáveis custo, tempo de viagem e segurança no intuito de contribuir para uma reflexão para o crescimento do transporte de cabotagem no Brasil, procurando identificar um ganho substancial na economia brasileira, através da economia de escala, observados todos os parâmetros necessários para o bom desenvolvimento da logística de transporte de mercadorias por via marítima. Este trabalho abordará a Gestão do Transporte Marítimo de Cargas no Brasil, em especial a cabotagem.
The importance of water transport is given by different modes of navigation can be by river, lake and sea. For the logistics and the Brazilian economy this is a very important shift, given the plurality of transport because of the relationship of exports and imports occur especially for this type of shift. In Brazil there are five modes of transport, water transport, road, aviation, rail and pipeline. Will be described in later chapters the characteristics of each type of shift, specifically the roadway and water transport, in particular cabotage, the main object of this study. The objective of this study is to analyze the current situation of transport in Brazil, especially the coasters. By three criteria, costs, travel time and safety, an attempt will be to evaluate the quality of the shift in order to identify the existence of critical points and suggest possible solutions based on logistics and technology, key tools for search effectiveness in reducing transport costs, contributing to a better outcome of the final logistic costs. For a reflection on the national transport of goods by sea by cabotage, will present the main characteristics of the sea, with its advantages and disadvantages and its importance for the Brazilian economy. The criticism will involve the issue of freight and discussing its relationship variables that make up the price of shipping. Technological tools essential for efficient operations will also be addressed during this work. We will describe the characteristics of the Brazilian ports, in particular the ports of Rio Grande (RS), Santos (SP), Suape (PE) and Rio de Janeiro (RJ), the distance between the port of Rio de Janeiro (RJ) and other as well as the related travel time between them. Operated by the Union directly or through concessions (preceded by auctioning), organized port, built and equipped to meet needs of shipping and handling is managed by the Port Authority - CAP - and we also have to figure OGMO - Organ Manager Labor, which controls the work force in the port area, the bodies established by Law No. 8630 of 25 February 1993, called the Law of Modernization of Ports. Finally the variables will be considered cost, time travel and security in order to contribute to a reflection on the growth of cabotage transport in Brazil, trying to identify a substantial gain in the Brazilian economy, through economies of scale, observed all the necessary parameters for the proper development of the logistics of transporting goods by sea. This paper will address the Management of Maritime Carriage of Cargo in Brazil, in particular cabotage.

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Orthee, Rownak Tabassum, and Linfeng Wang. "Consumer Loyalty in Sharing Economy : A Case on Transport Sharing Economy." Thesis, Linnéuniversitetet, Institutionen för marknadsföring (MF), 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-105476.

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Sharing economy (SE) has become a major business on a global stage, given that many of the companies involved have grown to become some of the leading firms in terms of investment and reach. Examples include companies in the transportation and car service sectors along with the lodging services. Some of the famous companies are Lyft and Uber in the transport sector and Airbnb in accommodations. As the SE gains ground, there are new challenges presented in understanding customer loyalty. Traditional studies on customer loyalty focused on understanding why consumers remained loyal to one service provider, which was straightforward. However, SE is a challenge because more than one provider gives service. The main purpose of this research was to understand how the various antecedents of customer loyalty along with the traits of SE influence the loyalty of consumers who utilize the SE services, specifically concerning the vehicle transport and car services sharing economy. This research utilized quantitative methods through questionnaires that gathered data from respondents who have utilized a website or app to engage SE services in the transport sector. All antecedents of sharing economy tested such as perceived value and perceived service quality were found to have a positive correlation to customer satisfaction, which had, in turn, a strong positive correlation with customer loyalty.

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Rozenfeld, Tales. "Avaliação dos impactos econômicos de investimentos em rodovias sob diferentes alternativas de financiamento." Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/12/12138/tde-24032016-104649/.

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Este trabalho busca explorar a questão do financiamento da infraestrutura rodoviária, analisando o impacto de se financiar um projeto de melhorias em uma rodovia por meio da cobrança de pedágios vis-à-vis seu financiamento pelo incremento da alíquota do imposto sobre os salários ou do imposto sobre as vendas do setor de transportes. Utilizando um modelo de transportes sequencialmente integrado a um modelo inter-regional de equilíbrio geral computável foram simuladas as alternativas de financiamento de investimentos na rodovia BR-040, rodovia recém concedida pelo Governo Federal que figurou como estudo de caso para a presente pesquisa. Os resultados indicam que a escolha da alternativa de financiamento é relevante para os impactos regionalmente distribuídos do projeto, sendo determinante na definição das regiões beneficiadas pelas melhorias. Sob a perspectiva dos impactos agregados do país, a situação que apresenta o maior impacto no crescimento do PIB nacional é o investimento financiado pelo próprio usuário da rodovia por meio do pagamento de pedágios. Sob a perspectiva regional, percebe-se uma clara área de influência da rodovia que se beneficia de suas melhorias e, quando os custos para a execução de tais melhorias são compartilhados por todo o país por meio de uma elevação tributária, acentuam-se ainda mais os benefícios observados nessas regiões
This study explores the issue of road infrastructure funding, analyzing the impact of financing a road improvement project through tolls tariff charged from the final users vis-a-vis the financing through an increase in the country\'s payroll tax rate or in the tax rate on the sales of the transport sector. Using a transport model integrated to an interregional computable general equilibrium model this research simulated alternative arrangements for financing investments made at BR-040, Brazilian road recently granted by the Federal Government and which figured as the case study for this Master thesis. The results indicate that the way the investment is financed is relevant to the regionally distributed impacts of the project, being decisive in defining which regions are benefited by the improvement project. Analyzing the country\'s aggregated results, the situation that has the greatest impact on the Brazilian\'s GDP growth is the investment financed by the road users through the payment of a toll tariff. From a regional perspective, a clear area of influence that benefits from the improvements on the road can be identified and, when the costs for executing such improvements are shared with the whole country through a tax increase, these benefits are accentuated

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Anchante, Jayme Tolpolar. "Commute mode choice in the city of São Paulo: an empirical analysis." Universidade Federal de Viçosa, 2017. http://www.locus.ufv.br/handle/123456789/13090.

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Conselho Nacional de Desenvolvimento Científico e Tecnológico
O presente trabalho trata do tema da mobilidade urbana da cidade de São Paulo, Brasil, especificamente do processo de escolha do modo de transporte no deslocamento de casa para o trabalho. O objetivo é analisar como o tempo e o custo de deslocamento, assim como características do trabalhador, estão associados com a escolha de um determinado modal. Trabalha-se com hipótese de que tempo e custo de deslocamento influenciam negativamente a escolha dos modos de transporte. O método utilizado é o Logit Condicional com Variáveis Específicas das Alternativas, modelo econométrico de escolha discreta que possibilita a utilização de variáveis específicas das alternativas assim como as do indivíduo, tendo como principal hipótese o pressuposto da Independência da Alternativa Irrelevante (IIA): a razão de probabilidades de duas alternativas depende exclusivamente da característica destas duas alternativas. Também utiliza-se o modelo Logit Aninhado, que possui como grande vantagem o relaxamento da hipótese da IIA ao aninhar alternativas semelhantes. Nossa principal fonte de dados são os micro dados das Pesquisas Origem Destino de 2007 e 2012 realizadas pela Companhia do Metropolitano de São Paulo; além destas pesquisas, também utilizamos dados dos preços mensais da gasolina da Agência Nacional do Petróleo, Gás Natural e Biocombustíveis e a quilometragem de veículos automotores do Instituto Nacional de Metrologia, Qualidade e Tecnologia. As Pesquisas Origem Destino possuem informações sobre as caracterísiticas demográficas e econômicas do domicílio e do indivíduos; localização do domicílio, do trabalho e da escola dos entrevistados; e informações sobre os deslocamentos realizados no dia útil anterior à entrevista, dia da semana, zona de origem/destino, motivo na origem/destino, modo de transporte, hora e minuto de saída e chegada. A variável dependente do modelo, a escolha do meio de transporte para o trabalho, possui três alternativas: transporte público, transporte motorizado privado e modos não motorizados. As variáveis independentes utilizadas são custo e tempo de deslocamento (características das alternativas), idade, sexo, se estuda, vínculo empregatício e grau de instrução (características do indivíduo). Os resultados corroboram nossa hipótese inicial de que o custo e o tempo de deslocamento estão negativamente correlacionados com a escolha modal, além disso, o Logit condicional revelou um Valor do Tempo de Deslocamento de 1,78 e 1,09 (R$ nominais) para 2007 e 2012, respectivamente (o Logit aninhado revelou um Valor do Tempo entre R$ 0.04 e R$ 2.47): este é o valor que um paulistano médio estaria disposto a pagar para economizar uma hora de viagem para o trabalho. Os efeitos marginais médios mostram tanto as elasticidades próprias de tempo e custo de um modo quanto as elasticidades cruzadas, com essas informações é possível avaliar uma série de políticas de transporte que aumentem ou reduzam o custo e/ou tempo de deslocamento de um modo de transporte com o intuito de (des)incentivá-lo. Vários testes foram realizados para avaliar a validade da hipótese IIA e o resultado foi inconclusivo: alguns a rejeitaram enquanto outros não, dependendo do modelo inicialmente escolhido e da forma como são aninhadas as alternativas. Concluímos ser possível alterar o padrão de comportamento de escolha do modo de transporte para o trabalho alterando o custo e o tempo de deslocamento dos modais, embasando possíveis políticas de transporte que taxem ou melhorem a fluidez de certos modais em relação aos demais.
The present works deals with the urban mobility in the city of São Paulo, Brazil, specifically the commute mode choice process. Our aim is to analyze how travel time and travel cost, as well as the commuter characteristics, are associated with the probability of choice of a certain mode of transport. Our main hypothesis is that both time and cost are negatively associated with the choice of any mode. Our method is the Alternative-Specific Conditional Logit, a discrete choice econometric model that enables the inclusion of alternative-specific and individual characteristic variables, which has as main assumption the Independence of the Irrelevant Alternative (IIA): the probability ratio of two alternatives depends solely on the characteristics of the these alternatives. We also employed the Nested logit model, which does not relay on the IIA assumption, because it nests similar alternatives. Our main data sources are the microdata from the 2007 and 2012 Origin Destination Surveys conducted by the Companhia do Metropolitana de São Paulo; besides that, we also used monthly gasoline prices from the Agência Nacional do Petróleo, Gás Natural e Biocombustíveis and vehicle mileage from the Instituto Nacional de Metrologia, Qualidade e Tecnologia. The Origin Destination Surveys have information about the household and the individual demographic and economic characteristics; the position of the household, workplace and school of the interviewees; and information about the previous workday travels: weekday, origin/destination zone, purpose at origin/destination, mode of transport, hour and minute of departure/arrival. The dependent variable, the choice of the commute mode of transport, has three alternatives: transit, private motorized transport and non- motorized modes. The independent variables are travel time and cost (alternative- specific characteristics), age, sex, if study, employment relationship and degree of education (characteristics of the individual). The results corroborate our initial hypothesis that travel time and cost are negatively correlated with mode choice, besides that, the Conditional logit revealed a Value of Travel Time of 1.78 and 1.09 (nominal R$) for 2007 and 2012, respectively (the Nested logit revealed a Value of Time between R$ 0.04 and R$ 2.47): this is the value the average citizen of São Paulo is willing to pay to save one hour of commute travel time. The average marginal effect shows both the own-elasticity and the cross-elasticity of a mode’s cost and time, with these information it is possible evaluate a series of transport policies that raise or reduce the mode’s cost or time in order to discourage or encourage it. We perform several tests for the IIA assumption and we get mixed results: some reject it and some do not, depending on the model chosen and how we nest the alternatives. We conclude that it is possible to change the behavioral pattern of choosing the commute mode of transport by changing the travel cost and time, grounding possible transport policies that tax or improve the speed flow of certain modes relative to others.

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Araujo, Maria da Piedade. "Infraestrutura de transporte e desenvolvimento regional: uma abordagem de equilíbrio geral inter-regional." Universidade de São Paulo, 2006. http://www.teses.usp.br/teses/disponiveis/11/11132/tde-07062006-162615/.

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Este trabalho analisa os impactos da implementação de projetos de infraestrutura de transporte sobre o crescimento econômico nacional e regional e a contribuição deles para diminuição das disparidades, quando melhoria na acessibilidade é implementada. O arcabouço metodológico consiste da integração de um modelo de transporte ao modelo MIBRA, um modelo aplicado de equilíbrio geral inter-regional para a economia brasileira. Enquanto o modelo de transporte dá a interação espacial entre as regiões, o modelo de equilíbrio geral especifica o comportamento da oferta e demanda de produtores, família e governo em uma economia real, determinando preços e quantidades simultaneamente. Neste trabalho o modelo de transporte é reconhecido como um índice de acessibilidade. A hipótese assumida é que quando a condição da rodovia é melhorada a acessibilidade entre as regiões torna-se maior e os usuários podem consumir menos serviços de margens de transporte. O ano de referência do modelo é 1999. O modelo comporta seis regiões: Norte, Nordeste, Centro-Oeste, São Paulo, Resto do Sudeste e Sul e, tem detalhes para 29 setores. Foram avaliados os impactos sobre a economia nacional e regional da duplicação parcial das rodovias federais BR-116 e BR-153. Em ambas as simulações, os resultados foram condizentes com os esperados. A menor necessidade de demanda por margem de transporte, devido à melhoria da acessibilidade entre as regiões, faz reduzir o nível de atividade do setor de transporte rodoviário. Com isto, fatores primários são liberados para os demais setores da economia implicando, num primeiro momento, em menor nível de preços e, conseqüentemente em maior nível de produção em resposta à maior demanda. Os resultados para a BR-116, uma das mais importantes ligações rodoviárias entre as regiões Nordeste, Sudeste e Sul do país, apontam para difícil situação da região Nordeste em relação às demais regiões brasileiras. Os resultados de longo prazo mostram uma perda relativa do Nordeste em relação às regiões mais dinâmicas do país, quando se considera a variação do PIB. Ou seja, a melhoria da infraestrutura num contexto inter-regional, implica que regiões mais dinâmicas atraiam para si os benefícios de um melhor fluxo de comércio. Neste sentido, a dependência do Nordeste com respeito ao comércio intraregional é exacerbada com a melhoria da acessibilidade entre as regiões. Os resultados para a BR-153 reforçam de alguma forma os encontrados para a BR-116. Apesar da BR-153 integrar também uma região pobre (Norte) às regiões mais dinâmicas, em termos regionais, os resultados da duplicação parcial desta rodovia são mais favoráveis do que os da BR-116. Isto pode ser explicado pelo fato de que boa parte dos trechos duplicados na simulação com a BR-153 estarem localizados nas regiões mais desenvolvidas do país. Os resultados indicam que a decisão quanto aos investimentos deve levar em consideração os efeitos sobre a economia nacional mas, principalmente os efeitos regionais, uma vez que tal decisão tomada isoladamente pode contribuir para ampliar as disparidades regionais.
over the regional and national economic growth and its contribution to the decrease of the regional disparities in Brazil, as far as accessibility is concerned. The methodological framework consists on the integration of a transportation model with the MIBRA model, an interregional applied general equilibrium model of the Brazilian economy. While the transportation model gives the spatial interaction among regions, the general equilibrium model specifies the behavior of supply and demand of producers, household, and government in a real economy, determining prices and quantities simultaneously. In this work, the transportation model is recognized as an accessibility index. The hypothesis assumed is that when the condition of the road is improved the accessibility among regions becomes higher and the users can consume less transportation margin services. The benchmark year is 1999. The model was constructed for six Brazilian regions, North, Northeast, Center-West, São Paulo, Rest of Southeast, and South and has details for twenty nine industries. The simulations are conducted to access the impacts on the national and regional economies due to the duplication of the federal highways BR-116 and BR-153. In both simulations, the results were as expected; the decrease in the demand for transportation margin due to the improvement of the accessibility among regions causes a reduction in the level of activity in the transportation road sector. With this, at first, there is a decrease in the price level and, consequently an increase in the level of production. The results for the BR-116, one of the most important transportation networks between the regions Northeast, Southeastern and South of the country, point to the difficult situation of the Northeast region in relation to the rest of the Brazilian regions. The results in the long run show a relative loss of the Northeast region in relation to the most dynamic regions of the country, considering the changes in the regional GDP. Otherwise, the improvement of the infrastructure in an interregional context implies that more dynamic regions attract for themselves the benefits of a better trade flow. In this sense, the Northeast dependence to the intraregional trade is exacerbated with the improvement of the accessibility among the regions. The results for the BR-153 strengthen in some way, the results found for the BR-116. Despite that the BR-153 also links a poor region (North) to the most dynamic regions, in regional terms, the results of the partial duplication of this highway are more favorable than for the BR-116. This can be explained by the fact that most of the duplicated stretches in the simulation with the BR-153 are located in the most developed regions of the country. The results indicate that the decision about to the investments must take into account not only the effect on the national economy but mainly on the regional impacts, because decisions taken only at the national level may contribute to an increase to the regional disparities.

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Shi, Tuo. "Regional disparities, agglomeration economy and transport infrastructure : an empirical study for China from a new economic geography perspective." Thesis, University of Cambridge, 2014. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.708417.

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Ferraz, Renée Baptista. "Um estudo da chegada de passageiros em sistemas de reservas no contexto do Overbooking." Instituto Tecnológico de Aeronáutica, 2006. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=313.

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A prática de overbooking em transporte aéreo é resultado de uma estratégia corporativa mais ampla, conhecida como Gerenciamento de Receitas (Revenue Management ou Yield Management), cujo objetivo central é otimizar a receita das companhias aéreas no mercado, levando em consideração aspectos de pricing, controle de estoque de assentos, diferenciação do produto e condições da rivalidade no mercado. Esta estratégia tem sido amplamente utilizada no setor como uma alternativa para lidar com problemas de ajuste da capacidade existente nos vôos oferecidos à demanda e suas flutuações. No entanto, para que o overbooking seja implantado de forma eficiente, é necessário um adequado entendimento acerca do comportamento dos passageiros. Mais especificamente, é crucial para as companhias aéreas aperfeiçoar a habilidade de prever a chegada de reservas, ou seja, a antecedência, em relação à data do vôo (número de dias que antecedem ao embarque) os passageiros efetuam a reserva ou compra das passagens aéreas. Assim, tem-se que o desenvolvimento, por parte das companhias aéreas, de uma habilidade de adequadamente prever o processo de chegada nos seus Sistemas de Reservas, é tarefa fundamental para que possam melhor definir os moldes da estratégia de overbooking e, em última instância, do próprio Gerenciamento de Receitas. O presente trabalho tem como objetivo principal desenvolver um modelo empírico que permita identificar o processo de chegada de posições de reservas nos Sistemas de Reservas de companhias aéreas, tendo como base de dados informações reais coletadas junto a uma companhia aérea operadora da Ponte Aérea Rio de Janeiro-São Paulo. Um modelo econométrico de chegada de posições de reserva foi, então, estimado. Este estudo supre, assim, uma carência da literatura nacional, relativa tanto aos sistemas de Gerenciamento de Receitas e overbooking, quanto a métodos de ajuste de dados associados a Sistemas de Reservas de empresas aéreas.

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Bastos, Fábio de Mendonça. "Neoliberalismo e a recente política de privatização no Brasil: o caso da malha nordeste da Rede Ferroviária Federal S. A. – RFFSA." reponame:Repositório Institucional da UFC, 2003. http://www.repositorio.ufc.br/handle/riufc/4843.

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BASTOS, F. M. Neoliberalismo e a recente política de privatização no Brasil: o caso da malha nordeste da Rede Ferroviária Federal S. A. – RFFSA. 2003. 167 f. Dissertação (Mestrado em Engenharia de Transportes) – Centro de Tecnologia, Universidade Federal do Ceará, Fortaleza, 2003.
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Neoliberalism practices are mainly based in the Minimum State idea, what means there must be minimum public intervention in the economic activity. Under this doctrine, economic activity must be regulated by the market and its laws, and its present version maintains as central reference the Adam Smith’s ideas. In this scene, privatization of firms owned by the State, even those considered strategic to national development, is one of the main consequencesof the neoliberal policies. This work presents an analysis of neoliberal ideas searching for the main relations between the neoliberalism ideas and recent privatizatoin policies in Transport sector in Brazil. The main point to be highlighted was to what degree the attained socio-economic results from privatization policies are as good asthose forecast by brazilian federal government and expected by brazilian society. Also, the regulation of the brazilian privatization process and the role of the Regulation Authorities are also discussed in this work. Some questions are hihglighted inthe work such as: What are the actual links between neoliberalism conceptual structure and recent privatization policies in Brazil? Which institutional and legal (laws, decrees, contract types and control mechanisms) tools support and make feasiblethe privatization actions? One can found ethic misleadings in the privatization process? The opportunity, necessity and timing of the privatizatiion process in Brazil, speciallyin the Transport sector, are defensible? A case study was developed concerning the Brazilian northeastern railroad network, till 1996 under the control of the federal railroad network Authority (Rede Ferroviária Federal– RFFSA). Results are discussed and show there was several misleadings in the privatization process in Brazil, speciallyin the northeastern railroad network case.
A prática do Neoliberalismo é norteada, fundamentalmente, pela idéia do Estado Mínimo, o que significa intervenção estatal mínima sobre a atividade econômica. Esta deve ser regulada pelo mercado e suas leis, segundo uma revisão não muito sutil da doutrina liberal da mão invisível, cuja referência central é a obra de Adam Smith. Neste contexto, a privatização de atores econômicos estatais, mesmo que estratégicos para o desenvolvimento nacional, é uma de suas principais conseqüências. O presente trabalho apresenta uma análise crítica do ideário neoliberal a partir da investigação da relação entre neoliberalismo e a política de privatização do setor de Transportes no Brasil, buscando verificar se esta relação trouxe os resultados sócio-econômicos anunciados pelo Governo Federal e esperados pela sociedade brasileira. No trabalho também se discute a regulação da privatização e as agências reguladoras. Buscou-se responder, ainda, a questões tais como: De que maneira se concretizou a relação entre neoliberalismo e a recente política de privatizações no Brasil? Quais instrumentos institucionais e legais (leis,decretos, tipologia contratual e de controle) sustentaram e viabilizaram as ações privatizantes? Existiram deformações éticas subjacentes às ações de privatização? Qual a oportunidade, necessidade e temporaneidade das privatizações realizadas no país, em especial no setor dos Transportes? Em função de um amplo esforço de pesquisa que alimentou a reflexão sobre a problemática em pauta, analisou-se o caso do setor ferroviário de cargas no Nordeste, historicamente sob a responsabilidade da Rede Ferroviária Federal S.A. – RFFSA, mas que passou à responsabilidade da Companhia Ferroviária do Nordeste – CFN, em 1996. Os resultados da análise demonstram que foram cometidos equívocos ex-ante, durante e ex-posta o processo de privatização no país, em especial da malha nordeste da RFFSA.

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Wagner, Nicolas. "Dynamic equilibrium on a transportation network : mathematical porperties and economic application." Thesis, Paris Est, 2012. http://www.theses.fr/2012PEST1050.

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Cette thèse porte sur les modèles d'équilibre dynamique sur un réseau de transport et de leurs applications à l'affectation de trafic. Elle vise à proposer une formulation à la fois générale, mathématiquement rigoureuse et microéconomiquement cohérente de l'équilibre dynamique. Une attention toute particulière est accordée à la représentation de la demande de transport et plus spécifiquement à la modélisation des hétérogénéités dans les préférences des usagers du réseau, ainsi que de leurs stratégies de choix d'horaires dans leurs déplacements. Tout d'abord nous exprimons l'équilibre dynamique comme un jeu de Nash avec un continuum de joueurs. Cette formulation nous permet d'obtenir un résultat d'existence. Celui-ci s'applique notamment au plus simple des modèles d'équilibre dynamique, où les usagers sont identiques et ne choisissent pas leurs horaires de départ. Ensuite, nous présentons deux modèles d'équilibre pour lesquels une solution analytique peut être établie. Le premier est une généralisation du modèle de goulot de Vickrey. Alors que Vickrey considère une distribution des horaires préférés d'arrivée en forme de S, nous traitons de distributions quelconques. Le deuxième modèle proposé est un réseau à péage avec deux routes et des usagers dont la valeur du temps est distribuée. Ce modèle nous permet d'investiguer les efficacités relatives de différentes stratégies de tarification et de voir comment celles-ci sont affectés par le niveau d'hétérogénéité dans la valeur du temps. Pour finir, un modèle calculable est présenté et des méthodes de résolution sont proposées. Le modèle est testé sur le réseau routier national. Par ailleurs, il est exploité pour tester une tarification modulée en fonction du temps dont l'objectif est d'atténuer la congestion lors des grands départs de vacances
This thesis is focused on dynamic user equilibrium (DUE) models and theirapplications to traffic assignment. It aims at providing a mathematically rigorous and general formulation for the DUE. Particular attention is paid to the representation of transport demand and more specifically to trip scheduling and users with heterogeneous preferences.The DUE is first expressed as a Nash game with a continuum of players. It strongly relies on up-to-date results from mathematical economics. This formulation allows to prove an existence result for DUE. This results notably applies to one of the simplest dynamic user equilibrium model, where users are homogeneous and departure time choice is not allowed.Then, two simple DUE models for which the solutions can be derived analytically are presented. The first one is a generalization of the Vickrey's bottleneck model. Whereas Vickrey assumed that the distribution of preferred arrival time is S-shaped, we consider more general distributions. In the second model, we have a two-route tolled network where users are continuously heterogeneous with respect to their value of time. This allows us to conduct a study on the relative efficiencies of various pricing strategy and how it is affected by the level of heterogeneity in users' value of time.Finally, a computable model is designed and corresponding solution methods are proposed. A test on the french national road network is conducted. The model is used to assess an hypothetical time-varying pricing scheme intended to ease summer traffic congestion

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Berrada, Mohammed. "Economie des transports aériens au Maroc." Paris 2, 1991. http://www.theses.fr/1991PA020178.

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La crise de l'aviation commerciale, specifique au cas marocain et, plus generalement, aux pays en developpement, puise ses origines dans le role et la gestion des compagnies et dans les mutations du marche international. La disparite, deja existante, entre les transporteurs du nord et ceux du sud s'est accentuee apres la deregulation aux etats-unis en 1978, l'amorce de la liberalisation de l'espace aerien europeen a partir de 1987 et l'accroissement sensible de la concurrence internationale. Les changements structurels tournent autour de trois phenomenes : - la constitution des compagnies geantes. - les systemes des reseaux en etoile. - les systemes informatiques de reservation et de gestion. Ces deux derniers, lies a la taille de l'entreprise, permettent la realisation d'enormes economies d'echelles. Le nouveau paysage aeronautique occidental a fourni le cadre propice a la croissance du trafic. Les transporteurs des pays en developpement demeurent, par contre, parcellises et financierement alourdis par les contraintes de prestige et de service public. Le maintien de la gestion tutelaire prive les compagnies de toute possibilite d'amelioration des gains de productivite et d'organisation a l'instar des modeles americain et europeen. La surcapacite est, par ailleurs, la caracteristique constante qui explique etroitement l'envolee des couts de transport aerien du tiers-monde.

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SILVA, Glauber Ranieri Martins da. "Entre Belém e Castanhal: rede de transportes e circuito inferior da economia." Universidade Federal do Pará, 2010. http://repositorio.ufpa.br/jspui/handle/2011/9027.

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O presente estudo apresenta o debate acerca dos transportes no espaço de circulação entre Belém e Castanhal. O objetivo deste estudo é demonstrar e comprovar a insuficiência dos transportes públicos e a necessidade de políticas públicas que considerem novas variáveis no espaço metropolitano, como o transporte alternativo de passageiros, em direção ao desenvolvimento regional. O enfoque metodológico utilizado é materialismo histórico-dialético e a pesquisa é de caráter qualitativa e quantitativa, onde se fez pesquisa documental e de campo. Este trabalho está dividido em 3 capítulos: “Circuito inferior da economia, estado e sistema de transporte”; “Transporte alternativo de passageiros entre Belém e Castanhal: uma complementaridade precária”; “Transporte alternativo de passageiros: uma nova variável espacial na metrópole”. Onde traçamos as discussões acerca de demandas pelo transporte e a necessidade de intervenção estatal no sistema de circulação para dar a conexidade necessária ao espaço metropolitano. Para desenvolver o estudo se fez um recorte temporal de dez anos (1998 - 2008), e espacial a partir da circulação de pessoas entre Belém e Castanhal.
The study presents the debate concerning the transports in the space of circulation between Belém city and Castanhal city. The objective of this study is to demonstrate and to prove the inadequacy of the public transportations and the need of public politics than consider new variables in the metropolitan space, as the passengers' alternative transport, towards the regional development. The methodology used is historical and dialectical materialism and the research is qualitative and quantitative character, where did desk research and field research. This work is divided in 3 chapters: "Inferior circuit of the economy, state and transport system"; it "Transports alternative of passengers between Belém and Castanhal: a precarious complementarity"; it "Transports alternative of passengers: a new space variable in the metropolis". Where we drew the discussions concerning to demands for the transport and the need of state intervention in the circulation system, to give the necessary connection to the metropolitan space. To develop the study it was made a ten year-old temporary cutting (1998 - 2008), and space starting from the people's circulation between Belém and Castanhal.

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OLIVEIRA, Ademir Machado De. "Impacto econômico de investimentos em infraestrutura de transporte rodoviário: avaliação do Programa Estradeiro nos municípios do estado de Mato Grosso." Universidade Federal de Pernambuco, 2016. https://repositorio.ufpe.br/handle/123456789/18006.

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CAPES
Este estudo analisa os impactos econômicos das intervenções do “Programa Estradeiro” (2003- 2010) decorrentes das Parcerias Público-Privadas (PPP's) entre várias associações de produtores rurais e 49 municípios junto ao estado de Mato Grosso (Região Centro-Oeste do Brasil) visando à pavimentação de 2529 quilômetros de rodovias. Utilizando uma estratégia econométrica que usa conjuntamente os métodos Propensity Score Matching (PSM) e Difference-in-Difference (DiD), analisa-se o impacto do aumento dos investimentos em infraestrutura rodoviária, ao longo do período de 2001 a 2012, sobre o crescimento econômico dos municípios mato-grossensesque participaram do Programa Estradeiro em relação àqueles que não sofreram a intervenção, a partir da análise do impacto sobre os seguintes indicadores econômico-produtivos: PIB per capita, PIB real; PIB agropecuário; PIB industrial; PIB serviços-comércio; e Total de produção de soja. Esta última variável entrou na análise devido ao fato de que foi com a renda originaria desta produção que os produtores rurais financiaram as suas cotas de participação nas PPP's que financiaram o Programa Estradeiro, daí a alcunha de “PPP's Caipiras” ao programa. A partir de pré-testes de validação dos métodos e da base de dados, as estimações geram resultados que trazem evidências empíricas de que: (i) “os investimentos em infraestrutura de transporte afetam positivamente e com alta intensidade a dinâmica de crescimento econômico de uma região periférica”; (ii) “os investimentos em infraestrutura de transporte, nos moldes que atualmente ocorrem, geram transbordamentos econômicos restritos (concentrados) em uma região periférica”; (iii) “os investimentos em infraestrutura de transporte, nos moldes que ocorrem, não desencadeiam um processo consistente de alteração da dinâmica socioprodutiva de uma região periférica”. A evidência ‘i’, e em menor dimensão ‘ii’ e ‘iii’, além dos efeitos diretos das pavimentações do Programa Estradeiro, são consequências de condições socioeconômicas relevantes sendo satisfeitas que, em princípio, se revelaram diante dos seguintes mecanismos-chave de manifestação: (1) Ter a economia fortemente alavancada no mercado externo, e a demanda externa por seus produtos-chave se manter firme (ou crescente); (2) Estar em um ciclo de expansão econômica com expectativas de rentabilidades positivas para a maioria das atividades econômicas, o que potencializa os efeitos dos investimentos em infraestrutura de transporte; (3) Estar o volume de crédito em nível adequado (ou em expansão) às necessidades dos negócios e com taxas de juros em patamares atrativos (ou em redução) aos financiamentos; (4) Deter intrarregionalmente maior população média (e maior concentração urbana), faz com que o maior estoque de capital humano exerça, em princípio, efeito catalizador de investimentos de firmas e de migração de trabalhadores. Os vários testes de pós-estimações conferiram maior confiabilidade às estimativas e aos resultados, os quais se mostraram robustos.
This study analyzes the economic impact of interventions "Estradeiro Program" (2003-2010) resulting from Public-Private Partnerships (PPP's) between various associations of farmers and 49 municipalities with the state of Mato Grosso (Midwest Region of Brazil) aimed at paving 2529 km of highways. Using an econometric strategy together using the Propensity Score Matching (PSM) and Difference-in-Difference (DiD) methods, analyzes the impact of increased investment in road infrastructure, over the period 2001 to 2012 on growth economic development of Mato Grosso municipalities participating in the Estradeiro Program than those who did not undergo intervention, from the impact analysis on the following economicproduction indicators: GDP Per capita, Real GDP; Agricultural GDP; Industrial GDP; Commerce-services GDP; and Soybean Production in Total. The latter variable entered in the analysis due to the fact that it originated with the income from the production that farmers financed their quotas of participation in PPP's that financed the Estradeiro Program, hence the sobriquet "PPP's Grits" to the program.From pre-test validation of methods and database, the estimates produce results that bring empirical evidence that: (i) "transport infrastructure investments affect positively and strongly the dynamics of economic growth of a peripheral region "; (ii) "investment in transport infrastructure, similar to that currently occur, they generate limited economic spillovers(concentrated) in a peripheral region"; (iii) "investments in transportation infrastructure, the lines that occur do not lead a consistent process of changingsocial-productive dynamics in a peripheral region". Evidence 'i' and smaller 'ii' and 'iii', in addition to the direct effects of dissolution of Estradeiro Program are relevant consequences of socioeconomic conditions being satisfied that, in principle, have been shown in the following key mechanisms demonstration:(1) Have the economy heavily leveraged in foreign markets, and foreign demand for its key products stand firm (or high); (2) Be on an economic expansion cycle with expectations of positive returns for most economic activities, which potentiates the effects of investment in transport infrastructure; (3) Be the volume of credit at appropriate level (or expanding) to business needs and with interest rates at attractive levels (or reduction) to finance; (4) Detainintra regionally highest average population (and largest urban concentration), causes the greatest stock of human capital engaged in principle catalytic effect of investment firms and labor migration. The various post-estimation test gave more reliable the estimates and results, which are robust.

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Allio, Cédric. "Local policies, urban dynamics and climate change : development of a multiscale modeling framework." Thesis, Paris Est, 2015. http://www.theses.fr/2015PESC1073.

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Les échecs successifs des négociations internationales sur le réchauffement climatique, dont l'objectif est d'établir un cadre global de lutte contre le réchauffement climatique, ont contribué à l'émergence d'initiatives locales de lutte contre les émissions de gaz à effet de serre, notamment à l'échelle urbaine. Les initiatives locales sont porteuses d'espoir, parce que les pouvoirs locaux ont la charge de décisions influençant les émissions : les décisions relatives à l'aménagement de leurs territoires, au développement des transports en commun, à la construction de logements. Cependant, les politiques locales à mettre en place pour réduire efficacement les émissions de gaz à effet de serre au niveau mondial ne sont pas, aujourd'hui, bien définies. Cette thèse présente un modèle qui permet de comprendre le rôle que peuvent jouer les politiques locales dans la lutte contre le réchauffement climatique, et leurs interactions avec une échelle plus globale. La plupart des modèles existants utilisés pour évaluer le coût des politiques d'atténuation du changement climatique ne tiennent compte que des déterminants technologiques et négligent le rôle des dynamiques urbaines. Le modèle développé représente les liens entre la consommation d'énergie des ménages, les émissions de gaz à effet de serre et l'organisation spatiale des villes
The failure of the international community, pointed out in the successive annual Conferences of the Parties, to implement global climate policies has fostered supports for local initiatives, in particular at the urban levels. Local action is believed to help reduce greenhouse gas emissions as local communities are at the cutting edge of the climate change challenge because they have responsibility for a wide range of decisions that affect emissions: land use planning, urban transport and housing policies. However, how to use efficiently local policies to reduce gas emissions at a global scale remains unclear. In this thesis, we developed some tools that can give insights on the role of local policies in climate change mitigation and their interaction with the global scale. The overwhelming majority of energy-economy-environment models conventionally used to assess mitigation costs of climate change focus essentially on the technological determinants of energy trends but do not capture explicitly the role of urban dynamics. We propose a step forward to the representation of the interplay between energy consumption, carbon emissions and the spatial organization of cities

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Schad, Carlos Eduardo. "Acessibilidade como um fator que explica a posse do automóvel: evidências da Região Metropolitana de São Paulo." Pontifícia Universidade Católica de São Paulo, 2015. https://tede2.pucsp.br/handle/handle/9439.

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This study applied the gravity-based accessibility model by public transit and individual modes as an explanatory variable for the number of automobiles in the metropolitan region of São Paulo, using neighborhood level data from the 2007 Metrô Origin and Destination Survey. The regression analysis shows that accessibility by public transit has a negative impact on the number of cars in the city of São Paulo and has no impact on other municipalities in the Metropolitan Region. The conclusion is that a lack of an institution that coordinates public policies for the different municipalities and the São Paulo state prevent significant accessibility improvements
Este estudo aplicou o modelo gravitacional de acessibilidade por modo coletivo e por modo individual como variável explicativa para o número de automóveis na Região Metropolitana de São Paulo, utilizando dados agregados por zona da Pesquisa Origem-Destino do Metrô de 2007. Os resultados da regressão mostram que um maior índice de acessibilidade por transporte coletivo possui um impacto negativo no número de automóveis na cidade de São Paulo e não possui impacto nos outros municípios da Região Metropolitana. A conclusão é de que a falta de uma instituição que coordene as políticas públicas dos diferentes municípios e do estado de São Paulo impede que se alcancem melhorias significativas na acessibilidade

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Sabandar, William Palitondok. "Transport development and the rural economy : insights from Indonesia." Thesis, University of Canterbury. Geography, 2004. http://hdl.handle.net/10092/5652.

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This thesis examines the roles of transport development in the rural economy. It is based on the fact that very little knowledge has been gained on how transport should be developed to bring maximum benefits to the rural population. The fundamental premises are that the relationship between transport development and the rural economy is highly multifaceted and that any explanation which does not consider context can never be sufficient. An institutional approach, based primarily on the new institutionalism theory, was employed as the theoretical basis for the analysis. The research was implemented at four levels of Indonesian institutions: national, district, village and household. Information was collected in Jakarta and four rural districts in Eastern Indonesia through key informant interviews, questionnaire surveys, field observation and library materials. The analyses explored the roots of ineffective rural transport development at each level of these institutions. At the national level, doctrines are chosen, organisations are created and policies are designed, all based on an "adopted" neo-classical assumption and without an appropriate understanding of the specific characteristics of transport and the rural economy. At the district level, there are few mechanisms available for people engaging in the practical development process to inform transport policy makers of the particular benefits and/or limitations of specific transport and rural development initiatives. At the village level, rural people have mainly been passive agents in the development process, without opportunities to determine the transport intervention that they need most. At the household level, individuals are not always able to respond to the opportunities created by transport improvements. All these have contributed to the failure of transport development to effectively promote the rural economy. Based on the empirical analysis, the linkages between transport development and the rural economy are conceptualised. Transport development needs to be approached as conscious and systematic efforts to improve rural accessibility and mobility. Such an approach should be supported by an environment conducive to greater recognition and participation of societal institutions in the development process. This thesis has important implications for the discourses on transport policy and research. There is a crucial need for transport policy and research to go beyond their conventional boundaries and to incorporate wider development perspectives that include the social, political, cultural and the economic relationships of rural regions and rural people.

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31

Nazari, zahra. "New Paradigm of Mobility, Public Transport, and Sharing Economy." Thesis, Malmö universitet, Fakulteten för kultur och samhälle (KS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:mau:diva-21300.

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Abstract This study aims to contribute to getting more knowledge about how promoting and strengthening the new paradigm of mobility in a deprived area led to social inclusion. The advent of women's transport on a global scale is only a sign of greater gender inequality in cities being manifested by their limited access to urban resources. Integrating a theoretical framework of mobility justice and social justice with the methodological praxis of focus group, semi-structured interview, and statistics that the research has been conducted an in-depth interview with 9 participating women which are subsequently implemented through feminist research. The analytical part of the study is illustrated within three critical considerations of gendered daily mobilities: temporal, spatial, and those relating to wider concerns of policy and transport planning. Ultimately, the research suggests that the new paradigm of mobility expands the sharing mobility opportunities of women in the district, and a step towards reducing wider inequity in public health in form of increasing knowledge alliance and culture of learning.

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Grasselli, Cássio Cassaro. "Um modelo econométrico de demanda de passageiros nas rotas domésticas da aviação comercial no Brasil." Instituto Tecnológico de Aeronáutica, 2007. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=1031.

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O Brasil ée o quinto país em área territorial do mundo, abrangendo 8.456.510 km2 de terra. Num país tão extenso o transporte aéreo ée fundamental para a integração das cidades. O transporte aéreo regular de passageiros tem crescido em ritmo acelerado. Desde o ano 2000, três linhas aéreas de baixo custo entraram em operação no Brasil, aumentando a competição no mercado e forçando uma queda nos preços das passagens aéreas. Como conseqüência, houve um aumento de 50% na demanda. Apesar de ser um setor estratégico, existem poucos estudos de demanda do transporte aéreo regular no Brasil. A Agência Nacional de Aviação Civil (ANAC) realiza estudos de demanda em três diferentes níveis de detalhamento: global, por aeroporto e por ligação aérea (atualizado pela última vez em 2002). Neste contexto, a realização deste estudo tem por objetivo principal propor, aplicar e avaliar um modelo econométrico que explique a demanda de passageiros nas rotas domésticas regulares da aviação comercial no Brasil no ano de 2006. Para alcançar este objetivo, foi analisada a dinâmica do transporte aéreo regular no Brasil nos últimos anos, onde foram identificados os problemas enfrentados pelo setor e os principais direcionadores de demanda deste mercado. Em seguida, foram formuladas hipóteses sobre a forma de influência dos direcionadores na demanda e por fim, um modelo econométrico foi construído para testá-las. O modelo econométrico demonstrou ser coerente com o comportamento do mercado, visto que todas as hipóteses foram comprovadas e são estatisticamente significativas a 95%, comprovando a adequação dos direcionadores utilizados no modelo. O resultado mais importante obtido Neste Estudo foi a identificação de 201 novas rotas domésticas com grande potencial de demanda mas que ainda não são exploradas pelo transporte aéreo regular no Brasil.

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McGruer, David. "Inclined treadmill running economy and uphill running performance." Thesis, McGill University, 1989. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=61922.

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He, Jing. "La réforme du droit chinois du transport maritime de marchandises." Thesis, Aix-Marseille, 2016. http://www.theses.fr/2016AIXM1009.

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Le transport de marchandises par mer constitue de nos jours un pilier du commerce international et l’un des principaux moteurs de la mondialisation. De ce fait, le droit du transport maritime de marchandises, en tant qu’élément déclencheur du droit maritime, reste toujours la discipline essentielle dans ce domaine. En raison du développement de la technologie de construction des navires et des modifications des modalités de l’exploitation maritime, les normes en vigueur, relatives au transport maritime, se trouvent confrontées aux changements évolutifs dans la pratique. Tout spécifiquement, en raison de l’absence d’une tradition à ce propos, le droit chinois s’est inspiré inévitablement des normes internationales, quant à son développement. À l’heure actuelle, la question qui se pose ici est de savoir s’il convient d’introduire de nouveaux instruments, et en particulier les Règles de Rotterdam, dans le processus de modernisation du droit positif chinois ? L’étude menée vise à présenter quelques avis de recommandation, proposés pour la réforme du droit chinois du transport maritime de marchandises, vis-à-vis les Règles de Rotterdam. Dans le cadre d’une économie mondialisée, la modernisation du droit positif chinois, et surtout en matière maritime, devrait se développer dans les directions suivantes : d’une part la participation et l’intégration au système international, et de l’autre la reconnaissance de sa particularité au sein de la législation
The carriage of goods by sea constitutes at present time a pillar of international trade and one of the principal engines for the globalization. For this reason, the law of the carriage of goods by sea, being as the primary trigger for the maritime law, remains always its essential position in this domain. Due to the technological progress in the construction of the vessels and to the changes of the operational mode of maritime exploitation, the relevant laws in force are confronted with progressive transformation in practice. Particularly in relation to the Chinese maritime law, because of absence of the tradition in this regard, it has been inspired inevitably by the international norms, with respect to its development. At the current time, the question here is whether to introduce some new instruments, and in particular the Rotterdam Rules, in the process of modernization of Chinese positive law ? The present research is intended to provide some recommendation notices, proposed for the reform of the Chinese law of carriage of goods by sea, vis-à-vis the Rotterdam Rules. In the context of a worldwide economy, the modernization of the Chinese positive law, and especially in terms of maritime law, should be deployed with the following sprits: the participation and the integration to the international system on the one hand, and the recognition of its particularities in the course of the legislation on the other hand

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Oliveira, Rafael Rodrigo de [UNESP]. "Análise da influência do transporte coletivo intermunicipal suburbano na polarização de Araraquara e as regionalizações oficiais de governança do Estado de São Paulo." Universidade Estadual Paulista (UNESP), 2014. http://hdl.handle.net/11449/95742.

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Várias são as naturezas dos fluxos que conectam diariamente cidades, sejam elas territorialmente vizinhas ou não. As ampliações nas intensidades e nos destinos desses fluxos são características cada vez mais relevantes para a maioria dos núcleos urbanos nacionais. Aliado às especificações produtivas dos lugares, esses acréscimos de sentidos e intensidade dos fluxos contribuem para que, cada vez mais, cidades próximas tenham perfis econômicos complementares entre si. A singularidade produtiva dos lugares é influenciada tanto pela superestrutura quanto pela infraestrutura, ambas exercendo influência na escala global e local. A singularidade produtiva dos lugares constitui-se de maneira externa balizada em fatores atuantes na macro escala que verticalizam a relação entre os lugares, como por exemplo o sistema de produção global e outros agentes e processos decisórios tomados na relação constituída de subordinação política e econômica. A singularidade produtiva também é viabilizada pela integração decorrente dos avanços nos meios de comunicação e pela flexibilização dos meios de transporte que operam na escala local, permitindo que conhecimentos, bens, serviços e pessoas se desloquem pelo espaço com maior fluidez. O intuito desta pesquisa é o de analisar o transporte coletivo rodoviário suburbano em Araraquara e cidades vizinhas, observando-o como um fator capaz de proporcionar fluidez aos fluxos, neste caso especificamente, aos de natureza populacionais, influenciando no arranjo regional. Através da interpretação de dados e reflexões bibliográficas será possível uma comparação com as propostas de regiões oficiais de governança do Estado de São Paulo, permitindo-nos interpretar de que maneira se dá a organização do espaço referido pelo Estado e sua efetividade
There are various natures of flows that connect cities daily, whether or not neighboring territorial. The enhancements in the intensities and the destinations of these flows are increasingly relevant features for most national urban centers. Allied to the production specifications of places, these additions senses and intensity of flows contribute to that, increasingly, nearby cities have complementary economic profiles together. The uniqueness of productive places is influenced by the superstructure as the infrastructure, both influencing the global and local scale. The uniqueness of productive places constitutes manner guided by external factors acting on the macro scale verticalizam the relationship between places, such as the system of global production and other stakeholders and decision processes taken in relation consists of political and economic subordination. The productive uniqueness is also made possible by the integration resulting from the advancements in media and the easing of the means of transport that operate on a local scale, allowing knowledge, goods, services and people moving through space with greater fluidity. The purpose of this research is to analyze road public transport in Araraquara and neighboring suburban cities, observing it as a factor capable of providing fluid flows, in this case specifically, the nature of population, influencing the regional arrangement. Through the interpretation of data and bibliographic reflections will be possible to compare with the proposed Official regions governance of the state of São Paulo, allowing us to interpret that way it gives the organization of the space described by the state and its effectiveness

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Oliveira, Rafael Rodrigo de. "Análise da influência do transporte coletivo intermunicipal suburbano na polarização de Araraquara e as regionalizações oficiais de governança do Estado de São Paulo /." Rio Claro, 2014. http://hdl.handle.net/11449/95742.

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Orientador: Enéas Rente Ferreira
Banca: Fadel David Antonio Filho
Banca: Flamarion Dutra Alves
Resumo: Várias são as naturezas dos fluxos que conectam diariamente cidades, sejam elas territorialmente vizinhas ou não. As ampliações nas intensidades e nos destinos desses fluxos são características cada vez mais relevantes para a maioria dos núcleos urbanos nacionais. Aliado às especificações produtivas dos lugares, esses acréscimos de sentidos e intensidade dos fluxos contribuem para que, cada vez mais, cidades próximas tenham perfis econômicos complementares entre si. A singularidade produtiva dos lugares é influenciada tanto pela superestrutura quanto pela infraestrutura, ambas exercendo influência na escala global e local. A singularidade produtiva dos lugares constitui-se de maneira externa balizada em fatores atuantes na macro escala que verticalizam a relação entre os lugares, como por exemplo o sistema de produção global e outros agentes e processos decisórios tomados na relação constituída de subordinação política e econômica. A singularidade produtiva também é viabilizada pela integração decorrente dos avanços nos meios de comunicação e pela flexibilização dos meios de transporte que operam na escala local, permitindo que conhecimentos, bens, serviços e pessoas se desloquem pelo espaço com maior fluidez. O intuito desta pesquisa é o de analisar o transporte coletivo rodoviário suburbano em Araraquara e cidades vizinhas, observando-o como um fator capaz de proporcionar fluidez aos fluxos, neste caso especificamente, aos de natureza populacionais, influenciando no arranjo regional. Através da interpretação de dados e reflexões bibliográficas será possível uma comparação com as propostas de regiões oficiais de governança do Estado de São Paulo, permitindo-nos interpretar de que maneira se dá a organização do espaço referido pelo Estado e sua efetividade
Abstract: There are various natures of flows that connect cities daily, whether or not neighboring territorial. The enhancements in the intensities and the destinations of these flows are increasingly relevant features for most national urban centers. Allied to the production specifications of places, these additions senses and intensity of flows contribute to that, increasingly, nearby cities have complementary economic profiles together. The uniqueness of productive places is influenced by the superstructure as the infrastructure, both influencing the global and local scale. The uniqueness of productive places constitutes manner guided by external factors acting on the macro scale verticalizam the relationship between places, such as the system of global production and other stakeholders and decision processes taken in relation consists of political and economic subordination. The productive uniqueness is also made possible by the integration resulting from the advancements in media and the easing of the means of transport that operate on a local scale, allowing knowledge, goods, services and people moving through space with greater fluidity. The purpose of this research is to analyze road public transport in Araraquara and neighboring suburban cities, observing it as a factor capable of providing fluid flows, in this case specifically, the nature of population, influencing the regional arrangement. Through the interpretation of data and bibliographic reflections will be possible to compare with the proposed Official regions governance of the state of São Paulo, allowing us to interpret that way it gives the organization of the space described by the state and its effectiveness
Mestre

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37

Laroche, Florent. "Economie politique des infrastructures ferroviaires." Thesis, Lyon 2, 2014. http://www.theses.fr/2014LYO22016/document.

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Les marges de progression pour le système ferroviaire français et européen restent nombreuses tant du point de vue de la gouvernance que de la compétitivité. C’est la conclusion à laquelle tend ce travail. Les résultats du consortium de recherche Enerdata-LET (2014) montrent que dans le respect du facteur 4 à horizon 2050, le report de la demande en transport vers le ferroviaire pourrait être massif. Face à cela, la situation de la LGV Paris-Lyon, déjà à la limite de la saturation, interroge sur la capacité du système à accueillir de nouveaux trafics. Deux écoles s’affrontent sur cette question. D’un côté, les tenants du SNIT proposent un quasi doublement du réseau LGV pour répondre aux futurs besoins tandis que la commission « Mobilité 21 » privilégie la recherche de rendements croissants à partir de l’existant. Sans prétendre résoudre le débat, ce travail tente d’apporter des éléments de compréhension sur l’interaction entre demande et offre dans le ferroviaire.L’étude de la concordance entre augmentation de la demande et offre ferroviaire nous mène à poser la question de la performance. Elle sous-entend d’être en premier lieu capable de définir la capacité d’une infrastructure ferroviaire. En second lieu, la mise en évidence de limites conduit à interroger le phénomène de saturation ou congestion. Enfin, interroger la notion de saturation mène inévitablement à mettre en perspective la relativité des limites et à poser la question de leur dépassement.L’objectif de cette recherche est d’appliquer cette problématique au système ferroviaire en tenant compte de ses spécificités. On tient compte de sa constitution en tant qu’industrie de réseau et de monopole naturel dans le cas de l’infrastructure (gestionnaire d’infrastructure). Sans prétendre trancher le débat sur le mode de gouvernance, on considère que cette particularité peut influencer le comportement des acteurs et indirectement la performance du système. On considère également l’évolution législative du système au niveau européen. On ne peut aborder la question de la performance sans resituer le secteur dans son contexte juridique. Enfin, l’essentiel de l’analyse repose sur l’étude de la saturation de la LGV Paris-Lyon. On considère cette LGV représentative de la performance souhaitée pour le réseau ferroviaire français. Elle concentre à la fois les défis techniques et économiques de la capacité qui constituent le cœur de notre réflexion sur la performance, ses conditions et les marges de progression du réseau français
There is still much progress to make concerning the French and the European railway networks, both from governance and competitiveness standpoints. This is the conclusion this work lead to. The results from the Enerdata-LET research consortium (2014) illustrate that, considering factor 4 for horizon 2050, the modal shift of demand in transport towards railway could be massive. Regarding this, the situation of Paris-Lyon high-speed line, already up to its saturation level, addresses the issue of the capacity a system possesses to bear new traffics. Two schools oppose there. On one side, the supporters of the SNIT suggest a quasi-doubling of the high-speed railway network, in order to cope with futures needs, whereas on the other side, the “Mobilité 21” commission gives priority to the search of increasing returns from the existing infrastructure. Without claiming to solve the issue, this work attempts to bring up comprehension elements on the interaction between demand and offer in the railway sector.Studying the accordance between an increase in railway demand and offer leads us to question performance. It means being able to define capacity of the railway infrastructure, first. But it also means questioning its limits, which addresses the phenomenon of saturation, also called congestion. Eventually, this all inevitably leads to put into perspective the relativeness of these limits and to question the ways to overcome them. The objective of this research is to apply this issue to the railway system, accounting its specificities. We consider its constitution as a network industry and as a natural monopoly, when considering the infrastructure (infrastructure manager). Without pretending to conclude the debate on governance, we consider that this particularity might influence actors and, thus, performance. We also consider the legal framework at the European scale. One can’t question performance without framing the railway sector within its legal context. Then, the main purpose of the analysis stands in the study of saturation of the Paris-Lyon high-speed line. We consider the line as representative of the expected performance level of the whole French railway network. It challenges both technical and economic capacities that are in the core of our rationale on performance, its requirements and the opportunities of the French network

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Xu, Fan 1960. "Effect of prolonged exercise on running economy." Thesis, McGill University, 1994. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=68149.

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The purpose of this study was to investigate the effect of prolonged exercise on running economy. Fourteen male long distance runners performed two 90 minute runs on an outdoor 400m track at velocities equal to 65 and 80% of VO$ sb2$max. Prior to and following each 90 minute run, running economy (RE) was measured as the steady-state VO$ sb2$ during treadmill runs at speeds of 188 and 228 m/min. During the 90-min run at 65% of VO$ sb2$max, the mean weight loss was 1.3 kg. The HR was 143 bpm between minutes 5-10 and increased to 150 bpm between minutes 85-90. During the 90-min run at 80% of VO$ sb2$max, the mean weight loss was 1.4 kg. The HR was 161 bpm between minutes 5-10 and increased to 165 bpm between minutes 85-90. When the post RE test was conducted following each 90-min run, there was a significant increase in VO$ sb2$ expressed in both l/min and ml/kg$ cdot$min (a decrease in running economy). The increase in oxygen cost of running following the 90-min run at 80% of VO$ sb2$max was greater than that following the run at 65% of VO$ sb2$max.

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Pugliesi, Reyes Piero Alexander. "An Expansion of the Current Metrorail System for an Ease Public Transportation and an Increase in Economic Activity." Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2020. http://hdl.handle.net/10757/656644.

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Se nos ha encomendado la tarea de desarrollar una propuesta innovadora para agregar a la industria del sector público para este informe. Siendo nativos de un condado afectado por el tráfico como Miami Dade, decidimos abordar el desafío de aliviar la red de transporte del área proponiendo una expansión del actual sistema de Metrorail obsoleto en los tramos occidental y sur del condado. Creemos que esta expansión no solo creará puestos de trabajo en el proceso de construcción, sino que en última instancia permitirá un flujo de transporte que conducirá a una economía en auge explosivo. La ciudad está preparada para una innovación de este tipo, ya que los inmigrantes de todo el mundo y los EE. UU. Acuden a ella rápidamente transformando la ciudad día a día en un titán global. Una ciudad de tal magnitud y promesas necesita un sistema de transporte público a la altura.
We have been tasked with developing an innovative proposal to add onto the public sector industry for this report. Being natives of a traffic-stricken county such as Miami Dade, we decided to tackle the challenge of alleviating the transportation network of the area by proposing an expansion to the current outdated Metrorail system into the Western and Southern reaches of the county. We believe that this expansion will not only create jobs in the process of construction but will ultimately allow a flow of transportation that will lead to an explosively booming economy. The city is primed for such an innovation as immigrants from all over the world and the US flock into it quickly transforming the city day by day into a Global titan. A city of such magnitude and promise needs a public transportation system to match it.
Trabajo de investigación

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ROSON, Roberto. "Transport Networks and the Spatial Economy. A General Equilibrium Analysis." Doctoral thesis, University of Umeå, 1994. http://hdl.handle.net/10278/36390.

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Ruiz, Marín Adriana K. "Tres Ensayos sobre Economía del Transporte." Doctoral thesis, Universitat Autònoma de Barcelona, 2015. http://hdl.handle.net/10803/310593.

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La principal finalidad de la investigación es evaluar el impacto económico de diferentes políticas de transporte aplicadas en España. Para ello, la tesis doctoral se ha organizado en tres capítulos independientes que corresponden cada uno al análisis de una política de transporte específica. El primer capítulo tiene como objetivo estudiar la política de subvenciones al transporte público en la Región Metropolitana de Barcelona en términos de su impacto redistributivo por grupos de individuos y territorios. Empleando la Encuesta de Movilidad Cotidiana de 2006, se calculan varios indicadores de desigualdad y se estima un modelo mediante el método de Heckman. En general, los resultados sugieren que, desde la perspectiva socioeconómica, la política de subvención ha sido progresiva y, a nivel territorial, los mayores efectos redistributivos se han concentrado en los distritos de Barcelona y los municipios adyacentes a la ciudad. En el segundo capítulo se evalúan los efectos de la política de inversiones en infraestructuras viarias sobre los flujos de inversión de mayor contenido tecnológico hacia las provincias. Para ello, se emplean datos agregados a nivel de provincias durante 1977 y 2008. La estimación, controlando por heteroscedasticidad, correlación contemporánea, correlación serial y por un posible sesgo de endogeneidad, proporciona evidencia positiva sobre el impacto de las mejoras en la red viaria sobre los flujos de inversión en equipos y maquinarias y el PIB de las provincias. Además, se obtiene que dicha política favoreció, especialmente, a las provincias con bajos niveles de PIB real per cápita. En el último capítulo se desarrolla un modelo de demanda de tráfico por autopistas que permite analizar el impacto de diferentes políticas de peaje. A partir de un panel de datos compuesto por 75 tramos de autopistas de peaje y un período temporal de 34 años (1980-2013), se estima una ecuación de demanda dinámica que tiene en cuenta las restricciones de capacidad de las infraestructuras y se derivan las elasticidades con respecto al precio del combustible, PIB y peaje, de corto y largo plazo. Los resultados confirman que la demanda de autopista de peaje es inelástica a cambios en los peajes y a variaciones en el precio del combustible, y que reacciona más intensamente a la evolución del PIB. Además, se evalúan los efectos de una política de supresión de peajes en términos de su impacto en el volumen de tráfico y sobre el bienestar de los usuarios.
The main objective of this dissertation is to assess the economic impact of several transport policies implemented in Spain. In order to do so, this thesis is organized in three self-contained chapters, each one of them focusing on a specific transport policy. The first chapter investigates the redistributive effects of public transport subsidies in the Barcelona Metropolitan Region by groups of individuals classified according to socio-economic characteristics, and by zones. Using data from the Daily Mobility Survey carried out in 2006, several inequality indicators are computed and an econometric model is developed by applying the Heckman method. The findings suggest that the public transport subsidy policy has been progressive and that the greatest redistributive impacts have been observed in the districts within Barcelona and its adjacent municipalities. In the second chapter, the impact of road infrastructure investments on investment flows of high technological content to the provinces is analyzed. The aggregate panel dataset covers 46 Spanish provinces between 1977 and 2008. The econometric estimation, correcting for autocorrelation, cross-correlation, heteroskedasticity and for a potential endogeneity bias, provides empirical evidence that road transport infrastructure improvements positively impact investment flows to the provinces, as well as, GDP at the provincial level. Also, the results show that provinces with relatively low levels of GDP per capita especially benefited from this policy. The third chapter develops a traffic demand model that allows us to analyze different toll road policies. The panel dataset covers 75 Spanish tolled motorway sections between 1980 and 2013. A dynamic demand equation that accounts for capacity constraints is developed. The results provide empirical evidence regarding both short-term and long-term elasticities of travel demand with respect to toll and fuel prices, as well as real GDP. The results confirm that travel demand is inelastic to toll and fuel price changes, whilst it is more sensitive to GDP variations. Also, the effects of the removal of toll roads in Spain on traffic volume and consumer welfare are estimated.

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Tobias, Justin Charles 1980. "Megacities : sustainability, transport, and economic development." Thesis, Massachusetts Institute of Technology, 2005. http://hdl.handle.net/1721.1/31140.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2005.
Includes bibliographical references (p. 152-160).
The connections between sustainability, transport, and economic development are and will remain essential in the governance of cities. Sustainability concepts include valuing and preserving the earth's resources so that future generations can enjoy their benefits. It requires changing human behavior and practices to be more efficient and less damaging to the environment, especially with the current rates of population growth and urban concentration. In addition, there is the element of social equity in which investments should secure benefits for all classes of society, not just the affluent. These concepts are particularly applicable in transportation systems, because they have been neglected in the traditional quantitative approaches to planning and investment. Of course, policies defining transportation and those enacted for sustainability impact economic development, which is a chief priority of governments. Therefore, future success in urban areas lies in balancing an array of interests and adopting the most comprehensively advantageous policies. This study will demonstrate the need for rethinking traditional urban transportation development strategies. It will detail the problems associated with urban transport that infringe on environmental conditions and human quality of life. This paper will explain approaches to transportation that can lead to improvements in the negative corollaries currently experienced. It will also present policy measures and tools that can be implemented. This research paper will provide information for city officials and planners to better understand the implications of transportation policies and the options available for governance.
(cont.) These decisions are becoming more critical as urban growth leads to large metropolitan regions with incredible transportation demands. More optimistically, the challenges facing society from transport can be overcome through commitment to better policies and the strengthening of institutions that oversee them.
by Justin Charles Tobias.
S.M.

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Joncheray, Mathilde. "Vivre la guerre, construire la paix : Conflits et recompositions territoriales post-conflit en République du Congo (Pays du Niari)." Thesis, Aix-Marseille, 2013. http://www.theses.fr/2013AIXM3104.

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Les guerres sont d’importants facteurs de recompositions territoriales. Les territoires des « Pays du Niari », région créée par le politique, ont une place particulière dans l’histoire des conflits au Congo et celle-ci conditionne leur reconstruction. Après 10 ans de guerres, la région a du mal à se remettre, et se trouve au cœur d’enjeux socio-économiques, politiques et identitaires à différentes échelles.Cette thèse étudie d’une part les conflits, procédant à une géohistoire méthodique d’une région et de populations occultés par les acteurs nationaux et internationaux. Elle étudie d’autre part la façon dont les différents acteurs s’approprient la notion de post-conflit et les répercussions territoriales des actions entreprises. Cela amène enfin à faire état du hiatus entre actions de reconstructions et besoins des populations et des territoires, visibles à travers des territoires et des temporalités fragmentés
Wars are major factors in territorial reorganisation. The territories of the “Pays du Niari”, region created by politicians, have a particular/specific place in the history of conflicts in Congo and the former influences their reconstruction. After 10 years of war, the region finds it difficult to recover, and finds itself in the middle of socio-economic, political and identity issues at different levels.This thesis studies, on the one hand, the conflicts leading to a methodical history-geography change of a region and populations put aside by national and international decision makers. It studies, on the other hand, how the different actors make theirs the notion of the post conflict and the territorial repercussions of the actions undertaken. This finally leads us to put forward the hiatus between reconstruction actions and the needs of the populations and the territories, clearly visible through the fragmented territories and timeframes

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Vega, Diego Javier Gonzales. "A Methodology to forecast air transportation demand with alternative econometric models." Instituto Tecnológico de Aeronáutica, 2012. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=2092.

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This thesis presents a methodology using a portfolio of time-series models, from conventional ARMA to a regime-changing framework. The objective is to develop an air transportation demand modeling to inspect potential structural breaks in the Brazilian market, due to solve underlying issues of new demand creation. Out-of-sample forecasting is used to generate comparative metrics aiming at both selection and validation of what we call a "champion model". Results indicate better performance of more complex models such as the fractionally integrated and the Markov-switching models. Ex ante knowledge of the interaction of structural breaks and unit root can prove useful in the modeling analysis. The demand forecast of the champion model is in line with the recent accelerated growth of the Brazilian air transportation market, roughly 7% per year.

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Keblowski, Wojciech. "Moving past sustainable mobility towards a critical perspective on urban transport. A right to the city-inspired analysis of fare-free public transport." Doctoral thesis, Universite Libre de Bruxelles, 2018. https://dipot.ulb.ac.be/dspace/bitstream/2013/270011/4/KEBLOWSKI.pdf.

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Cette thèse de doctorat est consacrée aux politiques de transport public gratuit, à travers des données empiriques tirées d'une analyse géographique globale de la FFPT et de programmes particuliers de FFPT à Tallinn (Estonie), Aubagne (France) et Chengdu (Chine). Le travail empirique et les réflexions qui y sont menées résultent d’un intérêt pour les « alternatives » urbaines et d’une réflexion sur la façon dont les celles-ci pourraient être identifiées et étudiées dans le domaine de transports urbains. Reconnaissant la domination des perspectives dites « néoclassiques » et « durables » sur le transport urbain, la thèse propose de remettre en cause cette domination en intégrant une dimension explicitement urbaine dans l'analyse des politiques des transports. L'objectif principal de la recherche est donc de renforcer le lien entre les traditions critiques de la théorie urbaine et la géographie des transports en analysant et en démontrant comment les politiques des transports sont également des politiques urbaines. Elle développe ainsi un cadre inspiré du concept de « droit à la ville » d’Henri Lefebvre. Cela permet d'étudier comment les politiques de transports sont étayées par des questions de gouvernance, de coalitions et de régimes urbains ;quels intérêts et acteurs elle représentent ;comment elles sont au centre de l’entre-preneurialisme urbain ainsi que des résistances aux logiques entrepreneuriales ;quel rôle elle jouent dans la compétitivité territoriale ;comment elle peuvent être explorées à travers des questions liées à la participation des travailleurs et des citoyens, en soulignant le rôle de ses travailleurs et utilisateurs. Dans ce sens, le « droit à la ville » est proposé comme une grille d’analyse critique à travers laquelle la réalité des transports urbains peut être vue, analysée et, de manière volontairement normative, modifiée.
Doctorat en Sciences
info:eu-repo/semantics/nonPublished

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Silva, Stanley Plácido da Rosa. "O Tramway da Cantareira e sua relação com o desenvolvimento local: infraestrutura urbana e transporte de passageiros (1893-1965)." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/8/8137/tde-22102018-141355/.

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Esse trabalho analisa a trajetória do Tramway da Cantareira em sua relação com o desenvolvimento das regiões atendidas por seus ramais, notadamente a zona norte do município de São Paulo e Guarulhos, tendo como recorte temporal os anos de 1893 a 1965, período de funcionamento dessa linha férrea. Para isso, além da bibliografia pertinente acerca do assunto, utiliza como fonte de pesquisa amplo conjunto documental de cunho arquivístico e, de forma complementar, periódicos que circulavam na época. Subdividida em quatro capítulos, esta tese analisa inicialmente a crise de gestão dos recursos hídricos na capital de São Paulo na segunda metade do século XIX com vistas a compreender as razões de o governo estadual ter iniciado a construção do Tramway da Cantareira. Em seguida, estuda os primeiros anos de funcionamento da ferrovia, momento no qual ela presta importante contribuição nas obras de infraestrutura da capital, com destaque para aquelas relacionadas ao abastecimento de água e saneamento básico. Uma vez analisada a história de seus anos iniciais, o trabalho busca compreender a percepção que a população, a imprensa e o governo tinham em relação aos seus serviços, examinando os projetos que previam desde o seu arrendamento à iniciativa privada até a sua extensão para além dos municípios de São Paulo e Guarulhos, em uma fase na qual o transporte de passageiros já se tornava a sua principal atividade. Por fim, examina o processo de anexação dessa linha férrea à Estrada de Ferro Sorocabana até o momento de sua desativação, em 1965.
This study analyzes the trajectory of the Cantareira Tramway in its relation with the development of the regions served by its branches, notably the northern part of the municipality of São Paulo and Guarulhos, focusing in the years from 1893 to 1965, period of operation of the railroad. To this end, besides the pertinent bibliography on the subject, this study uses as a research source a large set of archival documents complemented by periodicals circulating at the time. Subdivided into four chapters, this thesis initially analyzes the crisis of water resources management in the capital of São Paulo in the second half of the 19th century, in order to understand the reasons why the state government started the construction of the Cantareira Tramway. Subsequently, it studies the first years of the railway operation, when it makes an important contribution to the infrastructure works of the capital, especially those related to water supply and basic sanitation. Once the history of its initial years is analyzed, this study tries to understand the perception that the population, the press and the government had concerning the Cantareira Tramway services, examining the projects it predicted from its lease to the private sector until its extension beyond the municipalities of São Paulo and Guarulhos, in a period where transportation of passengers was already its main activity. Finally, it examines the annexation process of this railway to the Sorocabana Railroad until it was decommissioned in 1965.

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Filho, Cícero Rodrigues de Melo. "Modelagem dos efeitos de choques em preços de insumos na competitividade de companhias aéreas : uma aplicação aos custos com tripulação." Instituto Tecnológico de Aeronáutica, 2011. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=2005.

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Cada vez mais atenção tem sido dirigida para as atividades sindicais das companhias aéreas. A situação é agravada pela expansão da indústria brasileira de transporte aéreo nos últimos anos, que causou um forte aumento na demanda por tripulantes, tendo essa demanda crescido a níveis superiores ao de formação de novos tripulantes, provocando escassez de mão de obra. Este trabalho examina choques exógenos de custos com tripulação, na competição entre empresas aéreas com tamanhos distintos (uma grande e uma pequena). Foi desenvolvido um modelo algébrico baseado nos modelos de duopólio utilizados por Dixit (1979), Singh e Vives (1984), e Fu et al (2006). Na seqüência ao desenvolvimento algébrico, é proposto um modelo empírico equivalente que permite a execução das simulações numéricas com dados obtidos nos Anuários do Transporte Aéreo da ANAC de diversos anos. Foram simulados três cenários principais, o primeiro com fraca economia de densidade, o segundo foi o caso estimado (caso base) e o terceiro com forte economia de densidade. As simulações foram feitas para incrementos de custos de 5%, 10% e 15%. Os resultados indicam que a empresa aérea menor é sempre mais afetada que a empresa aérea maior. Na presença de forte economia de densidade a empresa menor sofre maiores perdas. Por outro lado, na presença de fraca economia de densidade a empresa menor tem suas perdas amenizadas. Conclusões finais sugerem que a competição entre as empresas aéreas grandes e pequenas é enfraquecida, dentre outros motivos pelo fato de a empresa menor ter um baixo poder de barganha com os sindicatos.

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Nellthorp, John. "Political economy of transport investment, pricing and the use of resources." Thesis, University of Leeds, 2011. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.598042.

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This thesis proposes that the theory underlying cost-benefit analysis (CBA) be strengthened in three respects - its treatment of social choice: quality of life and differentiated pricing. The summation across individuals in the Kaldor-Hicks test is argued to be a key weakness of CBA. Transport policymaking is reinterpreted as the resolution of co-ordination problems, and a set of three social choice criteria are developed based on the principles underpinning a mixed economy and democratic political system. These criteria include financial sustainability and consent, as well as a mean wellbeing-maximisation criterion which is close to the conventional NPV -maximisation criterion in CBA. A transport-related quality of life function is constructed, including a wide range of influences - e.g. inequality aversion and the built environment. The possibility of serious harm is recognised, and defined provisionally but quantitatively on the quality of life scale. The function is applied in an illustrative assessment of urban transport policy options. Demand-based price differentiation, sometimes regarded negatively as price discrimination, is defined and circumstances under which it is legal (a social choice) are explored. An approach is set out to assess price differentiation as a policy tool, within the theoretical framework. Application of the revised theory is found to be feasible and to change the ranking of some policy options compared with CBA. Road pricing is found to raise a consent issue, although the analysis suggests how the policy might be returned to overcome this. A metro investment, although expensive, is found to satisfy the criteria with careful use of mitigation and compensation. Differentiated pricing is found to be compatible with the criteria in an urban example, however in a non-urban example the level of prices and ‘unequal treatment' versus other localities are found to raise consent issues, which could have changed the recommendations, if included in the ex ante appraisal.

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Stephens, Jeanne Louise. "The political economy of transport in Mozambique : implications for regional development." Thesis, University of Sussex, 1994. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.239550.

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Ferreira, Natália dos Santos. "Guerras de preço no transporte aéreo: competição saudável ou predação? - aplicação de modelo de parâmetro de conduta competitiva." Instituto Tecnológico de Aeronáutica, 2008. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=803.

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Esta dissertação tem por objetivos a discussão de fenômenos de guerras de preço no setor aéreo e a proposição de modelagem de parâmetro de conduta da Nova Organização Industrial Empírica (NOIE) para a identificação do comportamento das firmas, a fim de se distinguir uma conduta anticompetitiva de predação de firmas de um comportamento de competição normal, porém acirrada. O estudo de caso que será realizado compreende a análise da conduta das companhias aéreas brasileiras no mercado relevante compreendido pela Ponte Aérea Rio de Janeiro (aeroporto Santos Dumont) - São Paulo (aeroporto de Congonhas), durante um determinado ano marcado por episódios de guerras de preços. Do ponto de vista da demanda, será utilizado um modelo representivo, de escolha discreta, na forma de share de demanda (logit aninhado), seguindo Berry (1994), com o uso de dois tipos alternativos de bem-externo, a População Economicamente Ativa (PEA) e o fluxo de passageiros transportados via modal rodoviário. Visa-se, a partir dessa modelagem, extrair matrizes de elasticidades próprias e cruzadas dos clientes de transporte aéreo no Brasil, a fim de se verificar tanto a sensibilidade dos passageiros com relação a alterações no preço dos bilhetes como seus padrões de substituição com relação às companhias aéreas. Como subproduto dessa análise, será possível inferir o poder de mercado das firmas. No âmbito da oferta, seguindo Slade (2004) e Genesove e Mullin (2006), primeiramente, serão calculados os markups efetivos ou observados das companhias aéreas, a partir dos Dados Econômicos do Anuário do Transporte Aéreo publicados pelo órgão regulador do setor. Em segundo lugar, serão calculados os referenciais constituídos pelos markups Bertrand-Nash, ou seja, resultados vigentes quando do equilíbrio não-cooperativo de um jogo em preços com produto diferenciado. Por meio da comparação entre as duas métricas será possível inferir a conduta das firmas. Os resultados finais mostraram não haver indícios de práticas de preços predatórios durante o período analisado.

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Dissertations / Theses on the topic 'Economy of transports'

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