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Guerrero, Choque Kevin Enrique, Landeo Pierina Jesabeth Lluen, Lozano Kelly Stephanie Luna, Soto Flor Jackeline Mateo, and Carrasco Evelyn Mishel Terrones. "Contumetro." Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2019. http://hdl.handle.net/10757/626539.
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Actualmente existe la problemática de que las personas invierten mucho tiempo en las colas al momento de realizar recargas en las tarjetas del Metropolitano y la Línea 1 del Metro de Lima. Es por ello, que nuestra propuesta de valor es que se puedan realizar las recargas a través de nuestro aplicativo móvil llamado Contumetro, solo ingresando el número de la tarjeta de crédito o débito y enlazándola con la tarjeta del servicio de transporte y así pueda disfrutar de un servicio rápido y eficiente, asimismo, se cobrará una comisión de 0.20 céntimos por cada viaje.
De esta manera, en el presente trabajo se busca validar si nuestro proyecto es sostenible en el tiempo y demostrar la rentabilidad de nuestro proyecto, por tal motivo se han realizado diversos estudios para validar la venta y por otro lado se ha realizado un análisis financiero. Se demuestra la viabilidad de su ejecución, en base a las entrevistas y ventas realizadas a nuestro público objetivo.
Para la puesta en marcha se requerirá una inversión inicial de S/. 70,000, siendo financiado por nosotros, en la cual se estima recuperar en el primer año de operaciones. Asimismo, muestra una rentabilidad positiva, ya que cada año genera mayores ingresos.Currently there is the problem that people invest a lot of time in queues at the time of recharges in the Metropolitan cards and Line 1 of the Lima Metro. That is why our value proposition is that you can make recharges through our mobile application called Contumetro, just entering the credit or debit card number and linking it with the transport service card and so you can enjoy a fast and efficient service, likewise, a commission of 0.20 cents will be charged for each trip. In this way, the present work seeks to validate if our project is sustainable over time and demonstrate the profitability of our project, for this reason several studies have been carried out to validate the sale and on the other hand a financial analysis has been carried out. The viability of its execution is demonstrated, based on the interviews and sales made to our target audience. For the start-up, an initial investment of S /.70,000 will be required, being financed by us, in which it is estimated to recover in the first year of operations. It also shows a positive return, since each year generates more income.
Trabajo de investigación
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Isoda, Marcos Kiyoto de Tani e. "Transporte sobre trilhos na Região Metropolitana de São Paulo: estudo sobre a concepção e inserção das redes de transporte de alta capacidade." Universidade de São Paulo, 2013. http://www.teses.usp.br/teses/disponiveis/16/16139/tde-29072013-095552/.
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O objeto desta pesquisa é a rede de transporte de passageiros de alta capacidade da Região Metropolitana de São Paulo - seus trens metropolitanos e seu metrô. Através do exame das políticas e planos recentes (1995-2012), buscou-se identificar os conceitos e métodos de planejamento que regeram a concepção das diversas versões dessa rede e interpretá-las no contexto maior do processo histórico de reprodução da sociedade brasileira, a acumulação entravada. Simultaneamente, foram estudados aspectos técnicos selecionados dos sistemas de transporte urbano de alta capacidade, visando a identificação de seus traços distintivos e dos principais critérios de escolha entre os mesmos. Ao fim, procurando sintetizar os conceitos e parâmetros técnicos estudados, é apresentada uma proposta de rede de alta capacidade para a Região Metropolitana de São Paulo, mas que se reporta a um contexto de planejamento urbano distinto do atual, em que as redes de transporte e infraestruturas urbanas, de modo geral, assumem plenamente seu papel na organização e qualificação do espaço social.The subject of the following thesis is a high capacity passenger transit network for the Metropolitan Area of São Paulo - its metropolitan trains and subway system. Through the examination of recent policies and plans (1995 to 2012) we identified the planning concepts and methods that ruled the conceiving of the several versions of this network and interpreted it in the scale of the historical process of reproduction in the Brazilian society, that is, the hindered accumulation. Simultaneously we studied selected technical aspects of the high capacity urban transit systems, to reveal its distinctive features and the main criteria for selecting one or the other. By the end, in order to summarize the studied technical concepts and parameters, we presented one design proposal of a high capacity transit network for the Metropolitan Area of São Paulo, that relates to a context of urban planning, different than the current one, in which the transit networks and general urban infrastructure fully take its role in organizing and qualifying social space.
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Hamroun, Youcef F. "The decision-making process in metropolitan planning organizations." Access to citation, abstract and download form provided by ProQuest Information and Learning Company; downloadable PDF file 0.19 Mb., p, 2006. http://gateway.proquest.com/openurl?url_ver=Z39.88-2004&res_dat=xri:pqdiss&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&rft_dat=xri:pqdiss:1435819.
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Rankin, Nicolas Ramon. ""Transportation: the regulation and funding of Metropolitan Atlanta Rapid Transit Authority and Transportation Equity"." DigitalCommons@Robert W. Woodruff Library, Atlanta University Center, 2012. http://digitalcommons.auctr.edu/dissertations/581.
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This research project was developed to explore and find an explanation of why Metro Atlanta Rapid Transit Authority (MARTA) has been eliminating bus lines and increasing the fares charged to its patrons. It will also explain why MARTA plans to eliminate more bus lines in the future. A case study analysis approach was used to analyze data gathered and survey research was administered to collect the public’s opinion and demographics. It examines the thought process put into the major changes the MARTA is continuously undergoing. Equity in public transportation covers a variety of inequalities in forms of fare inflation, bus stop and route elimination, and service taxes charged to both Fulton and Dekalb Counties. MARTA is funded by a 1 percent service tax that is paid by residents in Fulton and Dekalb Counties and the fares paid by its clientele. MARTA does not receive any federal funding. The MARTA board has made the decision to eliminate several bus routes and stops, and increase fares simultaneously. The adverse effects impact many people, more specifically people of color. The conclusions drawn from the findings suggest that MARTA is a primary means of transportation for many of the residents not only in Fulton and Dekalb Counties, but Clayton, Cobb, and Gwinnett as well. MARTA is becoming less accessible, and the fare is becoming more and more unaffordable for its patrons.
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Trigueros, Marco Antonio. "An analysis of project prioritization methods at the regional level in the seventy-five largest metropolitan areas in the United States of America." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2008. http://hdl.handle.net/1853/26682.
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Thesis (M. S.)--Civil and Environmental Engineering, Georgia Institute of Technology, 2009.Committee Chair: Meyer, Michael; Committee Member: Amekudzi, Adjo; Committee Member: Garrow, Laurie. Part of the SMARTech Electronic Thesis and Dissertation Collection.
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Guthrie, Dwayne Pierce. "Understanding Urban, Metropolitan and Megaregion Development to Improve Transportation Governance." Diss., Virginia Tech, 2007. http://hdl.handle.net/10919/30084.
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Since the 1950s, myriad forces have expanded Americaâ s urban, metropolitan and megaregion development forms. Using a net worker exchange model, the geographic extent of commuter sheds is documented for 22 metropolitan areas within the continental United States. In addition to commuting patterns, county-to-county migration data provide collaborating evidence for the extent of metropolitan commuter sheds. Actual commuter sheds are significantly larger than the boundaries of Metropolitan Planning Organizations, created by the federal government to review and approve transportation investments in metropolitan areas.
For contiguous metropolitan areas, criteria are suggested for recognizing Transportation Megaregions based on their role as global gateways and their potential for high-speed rail service. By gaining a better understanding of development patterns at urban, metropolitan and megaregion scales, the dissertation addresses ways to improve transportation governance. The focus of this study is not on the civil engineering aspects of transportation planning. Rather, the dissertation sets forth a new paradigm for transportation governance that includes scale-dependent decision-making and funding strategies.Ph. D.
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Gaines, Danena Lewis. "Incorporating Safety Into Transportation Planning and Decision-Making in Midsized Metropolitan Areas." Diss., Georgia Institute of Technology, 2007. http://hdl.handle.net/1853/19702.
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Mid-sized metropolitan areas face very different challenges and transportation planning issues than those faced by larger metropolitan areas. This is especially true in the area of safety conscious planning (SCP). Conflicting organizational cultures and limited staff and technical tools are major challenges in SCP efforts for mid-sized metropolitan areas (200,000 to 600,000 population). This study surveyed mid-sized metropolitan planning organizations (MPOs) and conducted seven case studies of mid-sized metropolitan areas to better understand the challenges and opportunities facing SCP in such a context. The national survey and case studies focused on long range planning, data collection, human resources, technical analysis, and collaboration aspects of SCP as applied today. The results indicate that the majority of mid-sized MPOs have incorporated safety consideration into their long range transportation plans vision, goals and objectives, but some mid-sized MPOs are more proactive in the quantitative analysis of project safety outcomes than others. The dissertation recommends that the institutional and technical issues faced by mid-sized MPOs can be overcome by engaging all government levels of planning in SCP efforts that identify a safety champion in the management ranks, encourage state departments of transportation to provide mid-sized MPOs with more tools and training in SCP, promote a stronger relationship between the Governor s Safety Representative and the MPO, and create a more comprehensive forum for collaboration among safety professionals.
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Faubert, Reginald Paul. "Coordination of transportation and land use planning : a case study of Greater Vancouver." Thesis, University of British Columbia, 1990. http://hdl.handle.net/2429/29955.
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The purpose of this thesis is to examine the coordination between transportation and other aspects of land use planning. This purpose is achieved through studying transportation planning and decision making in light of general overall metropolitan planning. Transportation planning is defined as a process for addressing societal concerns while attempting to meet the demands for transport made by the populace. Decision making is the final result of this process.
In developing a model of the interrelationships between transportation and land use, this thesis examines theoretical literature and international examples. This examination illustrates benefits of transportation / land use coordination, such as the mutual support they can provide one another when pursuing similar policy objectives. The literature studied highlighted these relationships while acknowledging the unknown nature of causalities. In relation to the coordination of transportation and land use policy, planning and decision making, only the technical aspects should be achieved through disciplinary isolation.
A two-example case study of transportation planning and decision making within Greater Vancouver is introduced with a discussion of the past thirty years of regional transportation planning and with a look at the Livable Region Program. This provides the context within which transportation planners of today must work.
The case study utilizes interviews with planning staff members from agencies and municipalities with interest in the two major transportation facilities examined. The first example is the Alex Fraser Bridge over the Fraser River which was opened to automobile traffic in September of 1986. The second example is the possible future extension of rapid transit into Coquitlam, a facility which the provincial government has not yet committed itself to building. It is concluded that the Alex Fraser Bridge example does not support the policies of the Livable Region Program while the Coquitlam rapid transit example does. Furthermore, neither example supports the notion that the Livable Region Program is coordinated with transportation planning in Greater Vancouver.
The final conclusion is that no coordination is apparent between the planning and implementation of regional transportation facilities and regional planning goals within Greater Vancouver. The transportation decisions analyzed in this thesis have been imposed upon the region by the provincial government. Promotion of regional goals by these transportation facilities is seen to result from similar objectives within different agencies rather than from coordination of planning between those agencies.Applied Science, Faculty of
Community and Regional Planning (SCARP), School of
Graduate
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Karimpour, Abdolmehdi. "Factors Related to Travel Mode Choices in the Dallas-Fort Worth Metropolitan Area." Thesis, North Texas State University, 1988. https://digital.library.unt.edu/ark:/67531/metadc331710/.
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This study examined the factors related to travel mode choices in the Dallas-Fort Worth Metropolitan Area. Changes in population, life style and economy of the Dallas-Fort Worth region over the last few decades demand a careful re-examination of travel demand tools and methods. The purpose of the study was to provide an understanding of transportation modal choice in the region. Those demographic variables best predicting the choices were identified. The Home Interview Survey, a set of disaggregate data from the 19 84 North Central Texas Council of Governments (NCTCOG) Regional Travel Survey, was analyzed using logistic regression. The major findings of the research indicate that about 97 percent of the travelers in the study area used private cars and 3 percent used public transit. Household income and cars-vans were significant explanatory variables. The impact of household income and number of car-vans available upon an individual's decision for travel mode choice were very important. The number of car-vans available in the household, and age of respondents were significant predictors in travel mode. Household members with incomes of $30,000 to $39,000 and those with incomes of at least $50,000 tended to use more private cars than did other income groups. Also, household members with incomes below $9,000 used more public transportation. People reporting a lower preference for cars were younger than 26 years or older than 55 years of age.
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Wesselhoft, George J. "Results of the Chicago area transportation study, 1955-61 : planning for the minimum total cost transportation system for the year 1980." Virtual Press, 1995. http://liblink.bsu.edu/uhtbin/catkey/958619.
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The Chicago Area Transportation Study (CATS) set the standard for urban transportation planning during its original 1955-61 genesis years. This study examined CATS' planning methodology during these years and its 1962 regional transportation plan for the Chicago metropolis which had a planning target year of 1980. The subject focus of this study was on expressway planning while the temporal focus was from the late 1950's to circa 1980. The findings of this study revealed four key reasons why CATS' 1962 expressway plan was largely never implemented. These reasons include the inconsistency of some of CATS' 1962 projections for 1980 versus actual 1980 data, the apolitical orientation of CATS, increased urban environmentalism, and rising expressway infrastructure costs. Yet despite the lack of plan implementation, the literature supports the conclusion that CATS did set the standard, at least in its methodology or planning approach.Department of Urban Planning
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Bracamontes, Alejandro 1976. "Managing freight transportation and air quality in the Mexico City Metropolitan Area." Thesis, Massachusetts Institute of Technology, 2003. http://hdl.handle.net/1721.1/29340.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2003.Includes bibliographical references (p. 229-231).
In the planning and management of freight transportation systems, there may be difficult challenges to providing efficient movements of goods in a region and achieving environmental objectives. Managing these potential conflicts is important to ensure the economic benefits of an efficient freight transportation system while minimizing its negative effects, such as air pollution. In this thesis we analyze the freight transportation system of the Mexico City Metropolitan Area (MCMA), one of the largest and most polluted cities in the world. Freight transportation has played a very import role in the economic growth of the MCMA by providing the movement of goods into and out of the region; however, it has also contributed substantially to its air quality deterioration. Our main focus on this thesis has been with respect to exploring freight-related strategies to substantially improve air quality in the MCMA. These strategies are based on the use of newer and cleaner technologies for freight vehicles, as well as better managing and operating the freight fleet in the MCMA. In order to test these strategies a model linking freight demand, pollutant emissions and costs was developed. The results of our analysis show that it could be possible to achieve substantial and sustained freight emissions reductions by using newer and cleaner technologies for freight vehicles, as well as better operating the freight fleet in the MCMA. The costs associated with these strategies are also discussed. Throughout the analysis multiple sources of uncertainty are identified and addressed. The analysis and results presented in this thesis could be used by decision-makers to improve the freight transportation system in the MCMA. Based on our analysis decision-makers can judge what type of pollutant emissions they wish to reduce and better understand what freight-related strategies should be implemented in the MCMA, as well as their performance with respect to the main sources of uncertainty identified. Therefore, if implemented, they could help achieve a viable freight transportation system in the MCMA to support its economic growth.
by Alejandro Bracamontes.
S.M.
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Chowdhury, Panini Amin. "Identifying the Factors and Locations of Traffic Crash Severity of Dhaka Metropolitan Area, Bangladesh, 2007-2011." University of Toledo / OhioLINK, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=toledo15380514492171.
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Howard, Brian. "Park and Ride Feasibility Analysis for the Evansville, Indiana, Metropolitan Area." TopSCHOLAR®, 2001. http://digitalcommons.wku.edu/theses/666.
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Congested roadways and declining air quality standards are major concerns for many communities faced with the challenges of suburban growth and city decay. How each community chooses to fight the problems created by urban sprawl depends greatly on individualized characteristics of the community. Analyzing and understanding unique values of each community provides a sound foundation for measures designed to promote sustainable growth initiatives. The Evansville, Indiana, region is experiencing many of the growing pains associated with increased residential, commercial, and industrial development. Many roadways are currently strained near capacity, and traffic problems are anticipated to increase over the next 20 years. Evansville was ranked 68 out of the 271 worst sprawling MPOs, and Vanderburgh County will be designated as "non-attainment" with the next EPA air quality ruling. This research demonstrates that the Evansville region has problems with urban sprawl, air quality, and roadway congestion. Local air quality data, roadway congestion, employer and employee surveys, and commute patterns are all analyzed to determine the existing characteristics of the community. As a means to mitigate current and future concerns, Travel Demand Management (TDM) strategies such as park and ride facilities should be utilized. Implementing shared used park and ride facilities will provide an effective and relatively inexpensive method of congestion reduction by providing motorists with a different commute option.
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Munyakazi, Justin Bazimaziki. "Transport modelling in the Cape Town Metropolitan Area." Thesis, University of the Western Cape, 2005. http://etd.uwc.ac.za/index.php?module=etd&.
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The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.
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McCreery, Anna C. "Urban Transportation Ecoefficiency: Social and Political Forces for Change in U.S. Metropolitan Areas." The Ohio State University, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=osu1337963928.
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Tatsumi, Yasuo 1964. "Regional strategic transportation planning system in the Osaka/Kobe/Kyoto metropolitan area in Japan." Thesis, Massachusetts Institute of Technology, 1998. http://hdl.handle.net/1721.1/10101.
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Cenizal, Callida. "Governing the metropolis : the evolution of cooperative metropolitan governance in Mexico City's public transportation." Thesis, Massachusetts Institute of Technology, 2015. http://hdl.handle.net/1721.1/98927.
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Thesis: M.C.P., Massachusetts Institute of Technology, Department of Urban Studies and Planning, June 2015.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis. "June 2015."
Includes bibliographical references (pages 90-95).
What enables cooperation at the metropolitan scale? This thesis explores public transportation planning in the Mexico City metropolitan area (MCMA) for empirical evidence to better understand what institutional, financial, and political conditions encourage and deter cooperative metropolitan governance. The MCMA, made up of several state-level jurisdictions, predominantly the Federal District (DF) and the State of Mexico (Edomex), continues to expand rapidly, surpassing their jurisdictional capacities and putting pressure on infrastructure like public transit, which carries almost two-thirds of daily traffic. Unhindered and even instigated by transportation and land use decisions, growth has spilled over from the historic downtown area, concentrated in the northern half of the DF, into Edomex, complicating the development, implementation, and enforcement of policies across the two jurisdictions. Using three cases of recent metropolitan-scale transit projects - Linea B, the Tren Suburbano, and Méxibus Linea 4 - as a lens, this thesis investigates how institutions and actors approach the jurisdictional and functional divides between the states, and how they have done so in the past. By examining the interactions of the various actors and institutions around the planning and implementation of each case, this thesis argues that the broadening of the transportation policy network reflects a more effective approach to metropolitan governance, auguring a future in which cooperation and competition in fact coexist at this scale not only within the realm of public transportation but also as part of overall urban dynamics.
by Callida Cenizal.
M.C.P.
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Sheikh, Mikael. "Approaches to customer information for public transportation : application to the San Juan Metropolitan Area." Thesis, Massachusetts Institute of Technology, 1998. http://hdl.handle.net/1721.1/46246.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 1998.Includes bibliographical references (p. 227-232).
This thesis considers inadequate customer information as a factor contributing to poor public transportation utilization. The goal is to identify what issues transit decision-makers should consider in identifying weaknesses in existing customer information provision, and in defining a customer information strategy to improve upon these weaknesses. To begin, key concepts in public transportation information and its provision are identified from existing literature on the topic. An analytical framework is then developed for evaluating customer information methods, both pre- and post-implementation. This evaluation has three components: method use, benefit, and cost. The evaluation framework is then used as a foundation in formulating a formal decision-making process. Five cases of customer information methods and strategies are studied, both as a demonstration of the ideas developed and to summarize particularly interesting customer information initiatives. The cases studied are the London Transport Countdown and Hampshire County STOPWATCH real-time bus arrival time display systems, both in the UK; the GoTIC integrated information system architecture in Gothenburg, Sweden; four regional information systems in the San Francisco Bay Area; and a general review of transit customer information in Hong Kong. Several key lessons arise from the case analyses. There are significant challenges to providing customer information when transit service is privately operated with little or no regulation, however the government can play a significant role in this. Regional government is particularly appropriate for integrating information about multiple regional transit services. Indeed, integrated advanced technologies can simplify the process of collecting information from multiple transit providers, and allow efficient use of collected information by disseminating it to different segments of the public via a variety of methods. All five cases use the World Wide Web, although each for slightly different purposes, and it is seen as a valuable, cost-effective media for promoting transit service. Real-time customer information at bus stops is successful in terms of benefit to passengers, although technical issues make reliability and accuracy a concern and require considerable technical support resources. The details of the project environment has an impact on the success of such initiatives, particularly the distinction between publicly operated, tendered, and deregulated transit service. The knowledge learned from this research is then applied to the San Juan Metropolitan Area. An evaluation of existing customer information is performed. From this, goals for improvement are identified and a series of recommendations given. It is suggested that a strong focus be placed on the largely ignored owner-operated poiblico van service. Basic, traditional forms of information must be provided accurately and consistently, and should be integrated across all transit modes. Finally, a regional strategy should be developed to leverage the "new age" in public transportation in San Juan that culminates with the introduction of Tren Urbano heavy rail service in 2001. However, the issues of customer information budgeting, further research into customer needs, prioritization of alternatives, and possible changes to the public transportation institutional structure need to be considered in detail by decision-makers in the region.
by Mikael Sheikh.
S.M.
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Pede, Timothy. "Exploring Relationships Between Building And Transportation Energy Use Of Residents In U.S. Metropolitan Regions." ScholarWorks @ UVM, 2014. http://scholarworks.uvm.edu/graddis/314.
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There is much potential to decrease energy consumption in the U.S. by encouraging compact, centralized development. Although many studies have examined the extent to which built environment and demographic factors are related to household energy use, few have considered both building and transportation energy together. We hypothesized that residents living further from city centers, or urban cores, consume more energy for both purposes than their inner city counterparts, resulting in a direct relationship between building and transportation energy usage. This hypothesis was tested with two case studies.
The first focused on New York City. Annual building energy per unit of parcels, or tax lots, containing large multi-family structures was compared to the daily transportation energy use per household of traffic analysis zones (TAZs) (estimated with a regional travel demand model). Transportation energy showed a strong spatial pattern, with distance to urban core explaining 63% of variation in consumption. Building energy use was randomly distributed, resulting in a weak negative correlation with transportation energy. However, both correlation with distance to urban core and transportation energy became significant and positive when portion of detached single-family units for TAZs was used as a proxy for building energy. Structural equation models (SEMs) revealed a direct relationship between log lot depth and both uses of energy, and inverse relationship between portion of attached housing units and transportation energy. This supports the notion that sprawling development increases both the building and transportation energy consumption of households.
For the second analysis, annual building and automobile energy use per household were estimated for block groups across the 50 most populous U.S. metropolitan regions with Esri Consumer Expenditure Data. Both forms of energy consumption per household were lowest in inner cities and increased at greater distances from urban cores. Although there may be some error in estimates from modeled expenditure data, characteristics associated with lower energy use, such as portion of attached housing units and commuters that utilize transit or pedestrian modes, were negatively correlated with distance to urban core.
Overall, this work suggests there are spatial patterns to household energy consumption, with households further from urban cores using more building and transportation energy. There is the greatest gain in efficiency to be had by suburban residents.
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Douglas, Aida Berduo. "Exploring the barriers to community involvement in public transportation : the case of Capital Metro /." View online, 2006. http://ecommons.txstate.edu/arp/107/.
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Marcus, Michelle J. "Examining Correlations with Frequency of Walking Trips In Metropolitan Areas." Digital Archive @ GSU, 2008. http://digitalarchive.gsu.edu/iph_theses/54.
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This research assessed correlations between funding for pedestrian facilities, presence of walkways, and daily and weekly walking trips in a sample of United States residents living in metropolitan areas. The purpose of the research was to identify factors at the policy and environmental level which are associated with a greater frequency of walking trips, and therefore may influence physical activity levels. Data from the U.S. Federal Highway Administration’s 2001 National Household Travel Survey and the Thunderhead Alliance’s 2007 Benchmarking Report: Bicycling and Walking in the U.S. were combined to provide variables for the number of daily and weekly walking trips, perceived lack of walkways, age, distance to work, housing unit density for each household, household income, and per capita federal and non-federal funding for pedestrian facilities for each metropolitan area. Correlation analysis and analysis of variance was conducted to test for associations with walking trip frequency and lack of walkways. The results suggested that increased walking trips were associated with increased non-federal funding but not with increased federal funding; and that increased federal funding was associated with reduced lack of walkways (but not increased non-federal funding), especially for lower-income respondents. These associations were statistically significant but not strong. Very little research has been conducted on the health effects of funding for pedestrian facilities; this research showed that more extensive study in this area is needed and that further integration of public health into transportation planning is in order.
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Kawabata, Mizuki 1972. "Access to jobs : transportation barriers faced by low-skilled autoless workers in U.S. metropolitan areas." Thesis, Massachusetts Institute of Technology, 2002. http://hdl.handle.net/1721.1/8520.
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Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2002.Includes bibliographical references (leaves 240-249).
One of the major concerns in today's urban labor market is spatial mismatch, the geographic separation between jobs and workers. Although numerous studies examine spatial mismatch, most of them focus on inner-city minorities, and the spatial mismatch problem for all autoless workers in a metropolitan area as a whole has not been well explored. Focusing on low-skilled workers and welfare recipients, this dissertation explores and quantifies the importance of job accessibility in employment outcomes for disadvantaged workers without autos in U.S. metropolitan areas. Metropolitan areas studied are Boston, San Francisco, and Los Angeles for low-skilled workers and Los Angeles for welfare recipients. An essential component of the analysis is the calculation of improved job-access measures that take into account supply and demand sides of the labor market and travel modes. The resulting measures indicate that, contrary to the perception of many spatial mismatch studies, central-city areas still offer more of a geographical advantage in accessing employment opportunities than suburban areas, despite the substantial suburbanization of employment. In other words, spatial mismatch is greater in suburban areas than in central-city areas. The measures also indicate that the levels of spatially accessible job opportunities are considerably lower for transit users than for auto users. In other words, spatial mismatch is much greater for transit users than for auto users. This transit/auto disparity is much greater than the central-city/suburb disparity, suggesting that the mode of travel has greater importance in determining job accessibility than location.
(cont.) These findings suggest that spatial mismatch may pose a serious problem for autoless workers, particularly for those who live in suburban areas, although it may not be a problem for workers with autos. By incorporating the improved job-access measures into multinomial logit (MNL) models and regression models with Heckman correction, I find that improving job accessibility for transit users significantly augments the employment probability and the probability of working full-time for low-skilled autoless workers in San Francisco and Los Angeles. Further, in all three areas the job-access effect is greater for low-skilled autoless workers than for low-skilled auto-owning workers. Applying the same analytical framework for welfare recipients in Los Angeles, I find consistent results. I also find that job accessibility for transit users plays a more important role in employment outcomes in San Francisco and Los Angeles, more highly auto-dependent areas, than in Boston, a more compact area with relatively well-developed transit systems. The empirical findings together suggest that spatial mismatch is in fact the problem for autoless workers in suburban areas where jobs are dispersed and public transportation is poorly developed. The findings also suggest that spatial mismatch is more likely to be an employment barrier for those who live in suburban areas than for those who live in central-city areas, which contradicts the dominant view among spatial mismatch researchers. The empirical findings hold important policy implications...
by Mizuki Kawabata.
Ph.D.
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Kaatrud, David Bartholomew. "A decision strategy for the use of a geographic information system for metropolitan transportation planning." Thesis, Massachusetts Institute of Technology, 1990. http://hdl.handle.net/1721.1/67383.
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Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 1990.Title as it appears in the M.I.T. Graduate List, Feb. 1990: Geographical Information Systems (GIS) in transportation planning.
Includes bibliographical references (leaves 105-111).
by David Bartholomew Kaatrud.
M.C.P.
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Kolářová, Kateřina. "Současné trendy urbanizace na příkladu Mexico City." Master's thesis, Vysoká škola ekonomická v Praze, 2015. http://www.nusl.cz/ntk/nusl-206128.
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The aim of this thesis is to identify current trends of urbanization of Mexico City as an example, which is one of the most urbanized cities in the world. This paper examines the impacts of urbanization in terms of increasing social and health problems of people in Mexican capital. The theoretical part describes main concepts, current trends of urbanization in developing and developed countries, and its positive and negative impacts. The practical part is focused on a very characteristic of urbanization in Mexico City, on negative impacts which arise, and on measures that the city uses in order to reduce them. The methods that has been used on this topic were literature review, data analysis, comparison and observation. To process the data, official statistics were also used.
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Lindsey, Christopher Lamar. "A framework for integrating freight into MPO transportation planning." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2008. http://hdl.handle.net/1853/24606.
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Baskarahadi, Eka Atmaja. "Evaluation of the 1975 metropolitan Muncie transportation estimations for the year 2000 by Barton-Aschman Associates." Virtual Press, 1994. http://liblink.bsu.edu/uhtbin/catkey/916988.
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The purpose of this study is to evaluate the transportation estimation in Metropolitan Muncie for the year 2000 done in 1975. The basis for evaluation is the present situation data. From these findings I expect to learn from what was correct and what was inaccurate in their projections. Finally, this study could present several recommendations for long-range transportation planning study in the future.Barton-Aschman Associates (B-A-A) transportation planning for Metropolitan Muncie for the year 2000 based on the year 1975 is a part of Delaware-Muncie Metropolitan Transportation Estimations. The B-A-A had done many studies for Metropolitan Muncie, including a comprehensive plan, to support transportation projections. Land-use, socio-economic, and vehicle travel were examined in order to produce accurate transportation estimates. Socio-economic variables for Metropolitan Muncie are population, occupied dwelling units, employment, and automobiles.Trip generation, trip distribution, mode choice, trip assignment, and traffic volume are projected in the final estimations. But this project focuses on relationships among variables: land-use, zoning change, population, occupied dwelling units, employment, average daily traffic volume (ADT), assigned over service volume, and level of service (L.O.S.) that were projected by the B-A-A and for the present situation in Metropolitan Muncie.Overall proposed land-uses in the transportation study coincide well with the actual situation 1992. But commercial land-use growth along West Bethel Ave and McGsllinrd Ave in Metropolitan Muncie was not foreseen by the transportation study.Overall estimations of population and occupied dwelling units in Metropolitan Muncie agree well with the present situation. But in tract 9.01, 19.01, and 19.02 in north Metropolitan Muncie the present situation does not follow the transportation estimations closely and major differences appear between socio-economic estimations and the actual situation. Estimations of employment by the B-A-A are not closely with the present situation.Overall transportation estimates of average daily traffic volume and assigned over service volume in Metropolitan Muncie picture the present situation well on several roads but also not so well on the other roads. The B-A-A projections of Level of Service (L.O.S.) are very close with the present situation.Department of Urban Planning
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Riemann, Deborah. "THE IMPACT OF PLANS, POLICIES AND PRACTICES OF METROPOLITAN PLANNING ORGANIZATIONS ON THE DESIGN AND IMPLEMENTATION OF STREETS FOR ALL USERS." Cleveland State University / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=csu1368225055.
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Dabney, Unwanna. "Public Participation in Transportation Planning: How Does the Level of Engagement and Deliberation Affect Transportation Decisions in Virginia's MPOs?" VCU Scholars Compass, 2013. http://scholarscompass.vcu.edu/etd/3146.
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Federal, state and local laws entitle the public to have an active role in the transportation decision making process. However, it remains difficult to engage the public in the long range planning process. The laws requiring public involvement are intentionally vague and don’t prescribe specific approaches, so there is little consistency in public participation approaches and many state, regional, and local transportation agencies choose to do only what is necessary to meet minimum requirements (PBS&J, 2009). The purpose of this study is to examine public participation in transportation planning with specific focus on how the characteristics of public participation, the level of engagement, and deliberation affect the extent to which transportation planning decisions are reflective of public input received. A quantitatively driven mixed methods study was completed in three phases using secondary data, exclusively. Phase I included a review of each Metropolitan Planning Organization (MPO) and a study of the public involvement procedures that were used to develop each MPO’s Metropolitan Transportation Plan (MTP). Phase II focused on the input that was gathered by each MPO for public participation activities conducted during the development of the MTP. In Phase III, the results of Phases I and II were used to conduct a cross tabulation analysis to determine if there was a relationship between the characteristics of public participation, the level of engagement of participation, and the use of deliberation, and the degree to which public input was reflected in the MTP. The findings of this study indicate support for literature based in levels of engagement and the use of deliberation. Despite the design of the participation plan, transportation decisions reflect public input more often when MPOs have broad outreach to the public, higher levels of engagement, and use deliberative public participation techniques. Implications for policy and practice, and recommendations for future research are discussed.
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Shugar, Miles. "From horse to electric power at the Metropolitan Railroad Company Site| Archaeology and the narrative of technological change." Thesis, University of Massachusetts Boston, 2014. http://pqdtopen.proquest.com/#viewpdf?dispub=1566557.
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The Metropolitan Railroad Company Site in Roxbury (Boston), Massachusetts, was first excavated in the late 1970s by staff of the Museum of Afro American History. Researchers recovered nearly 20,000 artifacts related to the site's life as a horsecar street railway station and carriage manufacturer from 1860 to 1891, its subsequent conversion into an electric street railway until around 1920, and finally its modern use as an automobile garage. Using the framework of behavioral archaeology, this project uses GIS-based spatial methods and newly collected documentary evidence to reexamine the site's assemblage of horse accoutrements and carriage manufacturing byproducts. Artifact distribution maps overlaid on detailed historic maps reveal that carriage manufacturing ceased concurrent with street railway electrification, but horse harness craftsmanship continued on to serve in new capacities, highlighting nuances in the narrative of technological change onsite and connecting the life histories of materials to historical actors involved with these transitions.
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Muhs, Christopher D. "Understanding Travel Modes to Non-work Destinations: Analysis of an Establishment Survey in Portland, Oregon." PDXScholar, 2013. https://pdxscholar.library.pdx.edu/open_access_etds/1094.
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During the past three decades, research in travel behavior has generally proceeded from broad-level, aggregate analysis of mode share--the proportions of walking, bicycling, transit, and vehicle travel occurring in traffic analysis zones, census tracts, neighborhood, or other geographical units--to fine-grained, disaggregate analysis of mode choices and other trip-making attributes at the individual level. One potential issue is whether there are differences in the types of conclusions drawn from results of analyses performed at these different levels, as these results directly inform transportation planning and policy.
This thesis aims in part to confirm whether the types of conclusions drawn from different levels of analysis are different, and to what extent. We also examine the relationships between the built environment and non-work travel choices from a unique analysis perspective. To do this, we use data from a 2011 travel intercept survey in the Portland, Oregon metropolitan region that was administered at convenience store, bar, and restaurant establishments. We estimate, for each of the travel modes--walk, bicycle, and automobile--two analysis models: one binary logistic regression model for mode choice of the individual traveler going to the establishment and one multiple linear regression model for mode share of shoppers at the establishment. Both models control for socio-demographics, trip characteristics, and built environment measures of travelers. For the binary logistic regression models, the data are disaggregate and particular to the individual traveler. These models also controlled for attitudes and preference towards travel modes. For the multiple regression models, data are aggregated to the establishment. The built environment data in each model represent characteristics of urban form surrounding the establishment. The data being oriented to the destination-end of the trip, as well as providing controls on land use make this analysis unique in the literature, as most non-work travel studies use residential-based data.
Results suggest that analyses performed at the two different levels provide policy-relevant but somewhat different conclusions. In general, characteristics of the individual and the trip have stronger associations with mode choices of individuals than when aggregated to the establishment and analyzed against the mode share patterns of shoppers. Instead, mode shares have stronger relationships with characteristics of the built environment. The built environment surrounding the destination has a much more pronounced association with mode shares at the establishment than with mode choices of individuals. The results highlight the usefulness of simple aggregate analysis, when appropriate. We also find large differences between modes in which characteristics are important for mode choice and mode share. Walking and automobile models behave somewhat similarly but in opposite directions, while bicycling behaves quite differently. These differences suggest on their own a move away from non-motorized travel to be considered as equivalent or assessed as one item in research and in practice.
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Ortiz, Mantilla Bernardo Jose 1977. "Regional planning and operations architectures as means to foster transportation integration in the Mexico City Metropolitan Area." Thesis, Massachusetts Institute of Technology, 2005. http://hdl.handle.net/1721.1/31144.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2005.Includes bibliographical references (p. [257]-262).
The MCMA complexity in political, institutional, economical, and jurisdictional terms has resulted in limited coordination between MCMA authorities that in conjunction with the limited role of metropolitan transportation authorities have created the need for innovative institutional cooperation in order to meet the MCMA's transportation needs. The ready applicability of the extensive research conducted at MIT in regional strategic transportation planning in general and in regional architectures in particular has motivated this exploration of how the current MCMA institutional arrangements can be improved. The concept of regional architectures provides a framework that explicitly addresses the interaction between transportation institutions and therefore can serve as a framework to help solve the institutions shortcomings of MCMA transportation planning and operations. In addition, regional architectures can assist MCMA institutions to better align their roles and responsibilities with the transportation goals of the region. The purpose of this thesis is to propose a new Regional Planning Architecture (RPA) that would describe the fundamental relationships between transportation authorities in providing metropolitan transportation planning and a new Regional Operations Architecture (ROA) that would describe the fundamental relationships between transportation authorities in providing metropolitan transportation operations. In addition, this thesis explores how these architectures can influence modal integration in the MCMA transportation system.
(cont.) As one of the two main outputs of this thesis the new RPA for the MCMA recommends the strengthening and restructuring of the existing metropolitan planning institutions, consolidating them into a comprehensive regional planning institution that would have the appropriate means to achieve their recommendations. The other main output of this thesis, the new ROA, recommends the creation of a regional operations center that would coordinate transportation operations at the metropolitan level. Regional Architectures can aid transportation modal agencies and authorities in achieving coordination and collaboration, which would lead to greater modal integration favoring a restructuring of multimodal transportation and an intermodal transportation system in the MCMA. However, regional architectures do not guarantee coordination and collaboration among transportation modes and institutions. The willingness of transportation agencies and authorities to overcome the political rivalry between the EM and the DF is also necessary.
by Bernardo Jose Ortiz Mantilla.
S.M.
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Kumar, Vimal S. M. Massachusetts Institute of Technology. "Project identification and evaluation techniques for transportation infrastructure : assessing their role in metropolitan areas of developing countries." Thesis, Massachusetts Institute of Technology, 2008. http://hdl.handle.net/1721.1/47761.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2009.Includes bibliographical references (p. 179-186).
Project identification and evaluation of transportation infrastructure play a vital role in shaping and sustaining the forms of cities all over the world. These cities differ substantially in character and urban form and have different transport systems and transport related problems. Most large cities in the developing world face major problems as a result of rapid population growth, extensive urbanization, market uncertainties, scarcity of resources and inadequate planning capabilities. Transport policies and procedures that worked reasonably well when cities were smaller start failing as they expand, while environmental and social problems become more pressing. The traditional methodologies for evaluating urban transportation infrastructure projects are unable to address issues of most concern in developing countries. The thesis outlines a framework for assessing the role of various planning and evaluation methodologies for transportation infrastructure projects. The framework developed for project identification and evaluation serves as a useful tool to structure and assess the gaps identified from a literature review and case studies. The major gaps identified can be listed as: * Lack of integrated approach for transportation infrastructure and land-use planning; * Inadequate provision for maintenance and monitoring of transport facilities; * Unequal distribution of benefits of transport for women; * Limited rural transport infrastructure; and * Lack of suitable financing arrangements and no incorporation of sustainable development measures. The overall transportation planning and evaluation process can be improved by incorporating certain steps and requirements that address these gaps and make transportation infrastructure more accessible, safer, reliable, and efficient.
by Vimal Kumar.
S.M.
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Chen, Yu-Jen. "Structural Analysis on Activity-travel Patterns, Travel Demand, Socio-demographics, and Urban Form: Evidence from Cleveland Metropolitan Area." The Ohio State University, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=osu1492719562434723.
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Diekmann, Joshua James. "A Modeling Approach for Evaluating Network Impacts of Operational-Level Transportation Projects." Thesis, Virginia Tech, 2000. http://hdl.handle.net/10919/33128.
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This thesis presents the use of microscopic traffic simulation models to evaluate the effects of operational-level transportation projects such as ITS. A detailed framework outlining the construction and calibration of microscopic simulation models is provided, as well as the considerations that must be made when analyzing the outputs from these models. Two case studies are used to reinforce the concepts presented. In addition, these case studies give valuable insight for using the outlined approach under real-world conditions.
The study indicates a promising future for the use of microsimulation models for the purpose of evaluating operational-level projects, as the theoretical framework of the models is sound, and the computational strategies used are feasible. There are, however, instances where simulation models do not presently model certain phenomena, or where simulation models are too computationally intensive. Comprehensive models that integrate microscopic simulation with land use planning and realistic predictions of human behavior, for instance, cannot practically be modeled in contemporary simulation packages. Other than these instances, the largest obstacles to using simulation packages were found to be the manpower required and the complexity of constructing a model. Continuing research efforts and increasing computer speeds are expected to resolve the former issues. Both of the latter concerns are alleviated by the approach presented herein. Within the approach framework detailed in this thesis, particular emphasis is given to the calibration aspects of constructing a microscopic simulation model. Like the simulation process as a whole, calibration is both an art and a science, and relies on sound engineering judgement rather than indiscriminate, formulaic processes.Master of Science
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Brodie, Stefanie Rachael. "Incorporating accessibility into environmental justice assessments: applications in the Atlanta metropolitan region." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/43724.
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Local agencies must comply with environmental justice regulation and as such, it is important that they possess practical tools to identify target populations and assess impacts of projects, programs, and policies on these populations. These tools are not readily available or fully developed to evaluate impacts on a regional level, especially when the impacts are benefits rather than burdens. This issue comes into play when accessibility is assessed. This analysis measures accessibility for an environmental justice evaluation using spatial statistical clusters and cumulative opportunity. It shows that the majority of schools, libraries and local transit lines are within areas with high concentrations of target populations, however, park space is limited in these areas. Alternative approaches for environmental justice assessments of regional outcomes such as accessibility provide opportunities for MPOs to gain a greater understanding of the regional impacts of transportation improvements as well as more accurately comply with the spirit of environmental justice regulations.
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Makler, Jonathan Todd Nappi 1977. "Regional architectures and environmentally-based transportation planning : an institutional analysis of planning in the Mexico City Metropolitan Area." Thesis, Massachusetts Institute of Technology, 2000. http://hdl.handle.net/1721.1/9010.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2000.Includes bibliographical references (p. 217-219).
This thesis presents research motivated by three critical issues. First, the rapid penetration of information technologies has changed the face of both transportation system management and long-term planning. Second, the federal mandate for integrated environmentally-based transportation planning in the United States was expanded with firm resolve by the Intermodal Surface Transportation Efficiency Act (ISTEA). Third, ongoing research work on the air quality problem in Mexico City demands in-depth attention to the management and planning of that metropolitan region's transportation system because of the important contribution of mobile sources to the air pollution problem. The purpose of this thesis is to expand an established theoretical framework that addresses the issue of data-intensive integrated management to include the relationship between transportation and environmental planning. The theoretical product of that endeavor, namely the Regional Planning Architecture framework, is tested in the context of Mexico City, in which the mobility and environmental problems are more extensive than in any city in the United States. The result of this work is a new Regional Planning Architecture (RPA) framework to accompany the previously established Regional Service Architecture. The RPA describes the fundamental institutional relationships that surround the production and implementation of short- and longterm transportation plans. The architecture reflects the need to integrate transportation and environmental plans by incorporating the relationships between transportation and environmental planners. This is particularly important in the area of conformity planning, which was brought about by ISTEA in 1991. Initially based on the specific requirements of U.S. legislation, the use of the Mexico City case study leads to an independent platform that helps to produce original recommendations for improvement in that city's mobility and environmental systems. The analysis suggests that in using regional architectures as a diagnostic or prescriptive tool, one should emphasize five elements of interaction among institutions: goals, ideas/needs, funding, approval, and data. The focus on goals reflects the finding that the formulation and exchange of goal statements can help planners comprehend and incorporate the goals of their colleagues from other agencies. Funding and emissions constraints facilitate the application of goals in the prioritization/approval process. The sharing of data and ideas/needs reflects the increasing availability of information to planners on the effectiveness of prior strategies and investments.
by Jonathan Todd Nappi Makler.
S.M.
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Mikelbank, Brian A. "Spatial analysis of the relationship between transportation infrastructure and metropolitan housing values : integrating traditional, spatial, and geostatistical approaches /." The Ohio State University, 2000. http://rave.ohiolink.edu/etdc/view?acc_num=osu1488202171197698.
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MacPhail, Malcolm. "Specialized urban transport for independently living elderly in Greater Vancouver." Thesis, University of British Columbia, 1990. http://hdl.handle.net/2429/29980.
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Adequate and appropriate means of mobility are essential for the psychological and physical well-being of elderly persons. Elderly persons who live in urban regions encounter barriers to their mobility which are unique to them as group. Physical, psychological, and financial factors interact with urban form and the organization of public transportation to constrain access to usual private and public modes of transportation. As a result, many of the urban elderly cannot walk, drive, ride as a passenger, or ride on public transportation to important destinations.
The demand for transportation by the urban elderly will be influenced by the following trends:
- the aging of urban populations,
- the growth of the frail elderly (persons over 75 years of age),
- de-institutionalization,
- suburbanization,
- improving health and income status of elderly persons.
The continuation of these trends will challenge planners to design transportation systems which are effective and efficient, and at the same time satisfactory to the elderly.
There are three types of possible solutions to the mobility problems of an increasing number of urban elderly persons:
- land-use planning,
- the design traffic systems to accommodate elderly drivers,
- the design of public transportation systems.
Planners do not have the necessary instruments to implement effective land use solutions. Accommodating an increase in the number of elderly drivers conflicts with social goals to increase public transportation use by all age groups. The thesis argues the most effective solutions for overcoming elderly mobility problems are based on the design of public transportation systems. There are two public transportation solutions for assisting elderly
persons with mobility problems. The first is making conventional public transportation more accessible. The second is expanding specialized transportation which is the focus of this thesis.
Three policy issues have dominated the history of specialized transportation in North America. The first policy issue is whether public resources for assisting the transportation handicapped should be allocated to accessible conventional public transportation, or allocated to expanding specialized transportation. This is a debate as to which public transportation solution is the most effective for overcoming elderly mobility problems.
The other two policy issues relate specifically to the design of specialized transportation. The second policy issue is what level of centralization provides the most effective and satisfactory service. The third policy issue is what are the appropriate roles of the public, non-profit, and for-profit sectors in the management and delivery of service.
A particular specialized transportation system can be described by how the three policy issues have been resolved in the urban region this system serves. A specialized transportation system can be evaluated by indicators of efficiency, effectiveness, and elderly satisfaction.
These descriptive and evaluative indicators are used to examine and compare specialized transportation in Greater Vancouver, Metropolitan Toronto, and the City of Edmonton. Four recommendations, based on the comparative examination, are made as to how specialized transportation in Greater Vancouver can be made more effective, efficient, and satisfactory to the elderly. These recommendations are:
- further allocations of public resources to assist the transportation handicapped should be directed at specialized transportation;
- greater use of telecommunications and computer technology to increase the effectiveness of scheduling and dispatching trips;
- implement a block grant program to assist in the establishment of community based transportation alternatives;
- implement a user side subsidy program as soon as possible;Applied Science, Faculty of
Community and Regional Planning (SCARP), School of
Graduate
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Zhang, Qiong. "Analysis of Transit Travel Demand Change for Bus-Only Mode in U.S. Metropolitan Statistical Areas between 2000 and 2010 Using Two-Stage Least Squares Regression." University of Toledo / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1367930592.
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Lee, Sangkug. "The correlational and causal investigation into the land use-transportation relationships: evidence from the Dallas-Fort Worth metropolitan area." Texas A&M University, 2006. http://hdl.handle.net/1969.1/4299.
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The role of land-use and related policies in reducing automobile dependence has
been the subject of heated policy debate for over two decades. Previous research has
shed light on the correlations between land-use and travel. Yet a crucial knowledge gap
still exists in establishing causality between the two. Do changes in land-use
characteristics cause behavioral changes in individualsâ decisions on what transportation
means to use for travel? How does land-use as a contextual factor shape the decision
process and outcome of trip frequency and travel mode choice? These questions remain
largely unanswered.
Attempting to fill the gap, this study applied the directed acyclic graphs method
to identify the causal relationship between land-use and travel in the 9-county Dallas-
Fort Worth (D-FW) metropolitan area. The logit captivity (LC) model, an extension to
the conventional multinomial logit, was utilized to capture the contribution of land-use
in affecting individualsâ decisions on travel mode choice. All the data for this study were obtained from the North Central Texas Council of Governments (NCTCOG).
Evidence from the D-FW region confirms to a certain extent the causal effects of
land-use on travel. For work trips, increases in regional accessibility, job density and
share of commercial land-use reduce the use of automobiles. Higher regional
accessibility, however, causes households to generate automobile trips and thus leads to
the increase in vehicle miles of travel (VMT). For non-work trips, population density,
job density and regional accessibility are direct causes of the choice of automobile, while
only regional accessibility is causally connected to reducing automobile trips and VMT.
The logit captivity model results indicate that land-use contributes to captive-driving
choices for home-based work trips. Lack of land-use mix at trip origins increases the
probabilities of trip-makers being captive to the automobile from 0.06% to 5.62% for
driving-alone and from 0.38% to 3.55% for shared-ride.
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Vale, Ricardo Campante Cardoso. "The welfare costs of traffic congestion in São Paulo Metropolitan Area." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/96/96131/tde-01082018-091126/.
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This thesis presents new evidences of negative impacts of traffic congestion in São Paulo Metropolitan Area, indicating that the omission or retardation of policy to alleviate that charges society with a high cost. Besides that, we shed light on Waze application\'s impacts, evidencing GPS-based participatory navigation is a key element of the traffic in the contemporary cities. Induced by the economic theory, one can see that traffic slowness derived from the general demand for automotive vehicles corresponds to a social cost. With the objective of translating this cost to monetary units, we developed an approach that matches the 2012 Origin-Destination survey to Google Maps data. An econometric travel mode choice model is estimated and through that we infer the Value of Time for trips. From counterfactual analysis for travel duration, we estimate the delays of the trips in relation to a hypothetic free flow situation. Joining the calculations, we estimate that 89% of the trips motivated by work in São Paulo are retarded by traffic frictions, generating an annual welfare cost that amounts to R$7.338 billions. Additionally, we analyze widespread Waze malfunctioning at 10/23/2017. Combining congestion data to the Value of Time, we estimate that the Waze bug approximatedely tripled the welfare costs in regards to a typical day, showing the magnitude of mass effects that a social navigation application is able to trigger.Esta dissertação traz novas evidências dos efeitos negativos do congestionamento do trânsito na Região Metropolitana de São Paulo, mostrando que a morosidade na implantação de soluções custa muito caro para a sociedade. Além disso, evidências empíricas dos impactos do aplicativo Waze são elucidadas, mostrando que a navegação participativa por meio de aparelhos com GPS não pode ser esquecida ao pensarmos o trânsito nas cidades contemporâneas. À luz da teoria econômica, é possível ver que a lentidão do trânsito proveniente da demanda coletiva por automóveis corresponde a um custo social. Para quantificar este custo em unidades monetárias, é desenvolvida uma abordagem que combina dados da Pesquisa de Mobilidade de 2012 com dados do Google Maps. Através de um modelo econométrico de escolha de modal de transporte, são inferidos os valores do tempo em viagem e, através da análise contrafactual da duração dos deslocamentos, é estimado o tempo de atraso das viagens em relação a uma situação hipotética de fluxo livre. Juntando os cálculos, é estimado que 89% das viagens motivadas por trabalho em São Paulo são atrasadas por fricções do tráfego, gerando um custo de bem-estar da ordem de R$7,338 bilhões por ano. Ademais, são analisados empiricamente os impactos de uma falha generalizada do Waze ocorrida em 23/10/2017. Combinando dados de congestionamento com os valores de tempo já inferidos, é estimado que a falha aproximadamente triplicou os custos de bem-estar em relação a um dia típico, dando magnitude aos efeitos de massa que um aplicativo de navegação social é capaz de provocar.
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Shin, Sangyoung. "Spatial dimensions of workplaces and the effects on commuting: the dase of metropolitan Dallas-Fort Worth." Texas A&M University, 2002. http://hdl.handle.net/1969.1/540.
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There has been a lively debate over using land use strategies to reduce automobile dependence over the past decade. As a part of the issue, this study investigates the spatial characteristics around workplaces and their relationships to commuting made by the employees in metropolitan Dallas-Fort Worth. The tools of geographic information systems (GIS) are utilized to measure workplace environs. Several statistical methods are applied to analyze commuting behavior.
This study finds that low-density suburban workplaces are associated with shorter vehicle travel times but more drive-alone trips. While major suburban centers attain some level of compact development in terms of local activity mix and regional accessibility, employees in these centers are far more automobile dependent than employees in older centers in the central city. In the suburban locations, workplaces in residence-based centers and master planned communities with a mix of activities are associated with less drive-alone commuting and more carpooling. Workers take advantage of the abundance of activities, as larger and denser centers are associated with more non-work activity stops after work. Yet, the trip chaining is overwhelmingly driven by automobile use.
This study also finds that spatial factors are significant in explaining commuting behavior. Yet, the importance of spatial factors varies with the aspect of travel. Spatial factors do a better job in explaining travel times than in explaining travel mode and trip chaining. The way a particular spatial factor affects commuting also varies with the aspect of travel. For instance, land use intensity factors are associated with longer travel times but less drive-alone trips. While this study suggests that concerted planning may affect travel, some socioeconomic variables, including income and automobile ownership, are strongly related to more automobile travel.
The findings suggest that the land use strategies to cope with transportation and air quality problems, such as new urbanism and jobs-housing balance, would be a viable option in and around employment locations. But, such strategies should be carefully designed because of the differences in effectiveness of spatial factors with travel outcomes and the trade-offs between travel outcomes with a particular spatial factor.
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Fu, Tina Sau-Lan. "Comparative analysis of air transportation in Atlanta and selected other Southeastern metropolitan areas : an option paper presented to Erik Ferguson." Thesis, Georgia Institute of Technology, 1991. http://hdl.handle.net/1853/22377.
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Lu, Lexcie 1979. "The vital role of metropolitan access in commuter, regional, intercity and overnight rail passenger transportation, and its relation to technology." Thesis, Massachusetts Institute of Technology, 2003. http://hdl.handle.net/1721.1/85385.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2003.Pages [179]-[202] also numbered 1-24. Vita.
Includes bibliographical references.
by Lexcie Lu.
S.M.
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Schmidt, Nicholas Andrew. "Climate change and transportation challenges and opportunities /." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2008. http://hdl.handle.net/1853/24677.
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Page, Jessica Hendrieka. "A comparison of integrated transport and spatial planning instruments : a case study of the Eden district municipality, Hermanus local municipality and Cape Town metropolitan areas / Jessica Hendrieka Page." Thesis, North-West University, 2012. http://hdl.handle.net/10394/8512.
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In the field of city planning, a growing need exists for the integration of spatial development with transportation planning instruments. This study identifies issues related to the definition, evaluation and implementation of the integration of sustainable development and sustainable transportation within three types of municipalities.
Significant issues that are explored include the various definitions of integration; the range of issues considered under notions of integration; the diverse perspectives on, and criticism of development and transportation integration analysis, as well as approaches to evaluating integration and transportation impacts on development. Furthermore, the study reports on the goals of each municipality, specifically with reference to sustainable public transportation decision-making; approaches to sustainable transportation, automobile dependency; land use; and finally, on sustainable transportation and development integration solutions.
Approaches to spatial development used to focus on the organisation of land use issues, but this field is increasingly defined more broadly to include economic and social welfare, quality of human health/life and environmental integrity. From a sustainability perspective, a narrow definition of sustainable transportation tends to favour individual technological solutions, while a broader definition tends to favour more integrated solutions, including improved travel choices, economic incentives, institutional reforms, land use changes as well as technological innovation. Integration focuses on the teamwork required between the relevant departments as well as between levels or spheres of government, and often entails the implementation of nodal-corridor approaches. Sustainability planning may require changing the way people think about solutions to transportation problems in the future.
The literature survey (Chapter 2) addresses a number of salient concepts, namely transportation and spatial development integration, public transportation and its orientated development, nodal-corridor development, as well as environmental and development relationships. Furthermore, an investigation into the legislative frameworks and policies is presented with emphasis on spatial development, transportation plans and node-and-corridors development (Chapter 3).
This is followed in Chapter 4 by a report on an investigation into, and interviews held with representatives from the three municipalities (Hermanus local municipality, Cape Town metropolitan municipality and Eden district municipality) with reference to the integrated transportation plans (ITP) and spatial development frameworks (SDF) of these municipalities. This section reflects the opinions of relevant role-players regarding the central aspects of this study. Chapter 5 presents a summary of the study as well as a number of conclusions. In this chapter, planning recommendations are provided with the aim of advising municipalities on possibilities for the integration of sustainable transportation plans and spatial planning / development instruments.Thesis (M.Art. et Scien. (Urban and Regional planning))--North-West University, Potchefstroom Campus, 2012
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Rosa, Silvio José. "Transporte e exclusão social: a mobilidade da população de baixa renda da Região Metropolitana de São Paulo e trem metropolitano." Universidade de São Paulo, 2006. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-07122006-163515/.
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A Região Metropolitana de São Paulo (RMSP) com mais de 18 milhões de habitantes realizando por dia 39 milhões de viagens, sendo 25 milhões motorizadas e 14 milhões a pé, convive com problemas diários que dificultam os deslocamentos necessários da sua população. O crescimento desordenado da região exigiu mais e maiores deslocamentos, contribuindo para deteriorar a qualidade do transporte coletivo. Os indivíduos, insatisfeitos com essa condição, buscaram suprir suas necessidades de transporte, invariavelmente, com o uso do automóvel (os que podem), o que aumenta a dependência por esse modo e contribui para a inviabilidade do transporte público segregando espacialmente os mais pobres. Assim, temos a caracterização de uma forma de exclusão social proporcionada pela insuficiência dos meios de transportes na RMSP, que pode se agravar à medida que o custo financeiro crescente do deslocamento em função da distância, transbordos tarifados etc., atinja diretamente os usuários de menores rendas. Há uma associação muito estreita entre mobilidade urbana e renda, ou seja, a renda familiar é um fator determinante da mobilidade. Diante disto, este trabalho tem como objetivo analisar a mobilidade da população de baixa renda da Região Metropolitana de São Paulo (RMSP), usuária do Trem Metropolitano. Esta analise se dará pela comparação dos dados das pesquisas Origem e Destino de 1997, realizada pela Companhia do Metropolitano de São Paulo (CMSP), e a de Acesso e Difusão de 2005, realizada pela Companhia Paulista de Trens Metropolitanos (CPTM). Desta forma, busca-se entender os padrões de viagens da população de baixa renda estudada, em face das suas limitações de renda e da eventual segregação espacial e, posteriormente, diante dos resultados obtidos, propor programas de Gerenciamento da Mobilidade, que potencializem a sua mobilidade.The São Paulo Metropolitan Region (RMSP) with more than 18 million inhabitants carrying through per day 39 millions trips, shared in 25 millions motorized and 14 millions walking, coexists daily problems that make it difficult the necessary displacements of its population. The disordered growth of the region demanded more and bigger displacements contributing to decrease the quality of the collective transport. The individuals, unsatisfied with this condition, had searched to supply its transportation necessities, invariably, with the use of the automobile (the ones that can), what it increases the dependence for this way and contributes for the unfeasibility of the public transport, propelling the poorer to a spatial segregation. Thus, we have the characterization of a form of proportionate social exclusion for the insufficience of the transports modes in the RMSP that can be aggravated to the measure that the increasing financial cost of the displacement in function of the distance, cost modes transferences etc., and directly reaches the users of lesser incomes. It has a very narrow association between urban mobility and income, that is, the familiar income is a determinative factor of mobility. Ahead of this, this work has as objective to analyze the mobility of the low income population of the São Paulo Metropolitan Region (RMSP), user of the Metropolitan Train. This analyzes will give for the comparison of the data of the research Origin and Destination of 1997, carried through for the Company of the Metropolitan of São Paulo (CMSP), and of Access and the Diffusion of 2005, carried through for the São Paulo Company of Metropolitan Trains (CPTM). In such a way, one searchs to understand the standards of trips of the studied low income population, in face of its limitations of income and eventual spatial segregation e, later, ahead of the overcome, to consider programs of Management of Mobility, that improve its mobility.
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Gonzaga, Ana Stéfany da Silva. "Transporte público coletivo e acessibilidade na região metropolitana de Goiânia: um panorama da dinâmica metropolitana a partir de indicadores." Universidade Federal de Goiás, 2017. http://repositorio.bc.ufg.br/tede/handle/tede/7350.
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Fundação de Amparo à Pesquisa do Estado de Goiás - FAPEG
This research is inserted in the context of the importance of the accessibility for the development of metropolitan regions. In this context, is considered that challenges faced by municipalities reach even more complexity when they are inserted in metropolitan regions. This problematic grow worse through factors such as the excessive use of automobiles, as well as the lack of integrated planning and management that prioritize displacements by public transport and that establish balanced guidelines of land use and occupation. Therefore, is research uses indicator to analyze the dynamics of accessibility between municipalities of metropolitan regions. Based on the conceptual and theoretical deepening about the metropolitan context, accessibility and its principles, this work focused on the public transport systems.
Esta pesquisa se insere no contexto da importância da acessibilidade para o desenvolvimento das regiões metropolitanas. Considera-se que os desafios enfrentados pelos municípios atingem ainda maior complexidade quando estes estão inseridos em regiões metropolitanas. Contribuem para o agravamento desta problemática fatores como o uso excessivo de automóveis, bem como a falta de planejamentos e gestões integradas que priorizem deslocamentos por transporte público e que estabeleçam diretrizes equilibradas de uso e ocupação do solo. Sendo assim, esta pesquisa se utiliza de indicadores para analisar a dinâmica da acessibilidade entre municípios de RMs. Baseado no aprofundamento teórico conceitual sobre o contexto metropolitano, a acessibilidade e seus princípios, este trabalho teve como foco os sistemas de transporte público coletivo.
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Jaiswal, Tarun. "GIS Based Suitability Analysis for Transit Oriented Development Opportunities:The Case of Eastern Corridor in the Cincinnati Metropolitan Area." University of Cincinnati / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1218719110.
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Herzberg, Susie. "Urban transport planning and the use of the bicycle." Title page, contents and abstract only, 1987. http://web4.library.adelaide.edu.au/theses/09PLM/09plmh582.pdf.
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