Dissertations / Theses on the topic 'Transport provision'

In the second half of the 20th century, the main focus of transport policy and transport studies was on the reduction of the use of motorised, individual transport, in particular with regard to daily commuter traffic. The main concepts concentrated on creating an attractive public transport supply and, where possible, improving the infrastructure for non-motorized traffic in order to open up alternative forms of travel. Although these concepts produced noticeable effects on everyday travel, they could not cope with steadily rising problems in the field of leisure traffic. Therefore, primarily supply oriented, autocratic desktop transport policies cannot be seen as a promising approach within the leisure context. Consequently, the article focuses on the necessary key factors for successful leisure and tourism public transport provision. It stresses the need for rethinking transport policy by choosing a demand oriented approach and realising the importance of additional accompanying efforts in the areas of marketing, transparency and quality. Focusing on the demand side, with its individual attitudes and preferences, leads to a new understanding of traffic planning by adopting a bottom up, rather than a top down approach.

As an integrated transport solution, ITS (Intelligent Transport Systems) produce direct benefits for the traveller and operator and bring indirect benefits for society as a whole. Nevertheless, insufficient ITS funding holds back ITS development. PPP (Public Private Partnerships) offers an alternative financing channel, which can be advantageous for both public and private parties. Due to the characteristics of ITS, it can be difficult to attract the private sector to invest in some ITS projects where there is a fluctuating profit stream or where the profits cannot cover the investment. In addition, due to the existence of asymmetric information, it is possible for the private company to abuse his/her advantage in information over the public authority to seek excessive private gains. The aim of this research is to develop an incentive mechanism for a PPP contract for the provision of ITS, not only to motivate the private company to enter ITS markets but also to reduce the impact of asymmetric information between the two parties. The benefits and risks to both parties of entering into a contract for ITS provision are revealed in the World Bank and USDOT (United States Department of Transport) databases. ITS costs, potential funding sources, and the economic aspects of ITS are examined. The variety and interdependency of ITS cost components imply that it is possible for the private company to reduce costs under an appropriate incentive mechanism. Additional profit streams can diversify ITS funding sources and make it possible for otherwise low profit or non profit ITS systems to be provided without using government subsidy or an increase road user tolls. In this thesis, an investigation is conducted of ITS provision through PPPs in China, to investigate how they are used in the Chinese road sector and the bottlenecks in ITS development. There are two case studies to show how government regulation is used to encourage ITS provision through user payment and through subsidy. These findings provide a useful reference point for other areas of the world and are especially relevant to developing countries. A comprehensive evaluation framework is developed in this thesis to assess the ITS benefits to the travellers and the wider benefits to the community. Two case studies are presented to demonstrate these methods. In case study One, an SP survey of 1,357 motorway users was conducted in 2007, which examines travellers’willingness to pay for three distinct ITS systems on the Shanghai motorway network. In case study Two, using both AHP and REGIME models, an evaluation of the degree of traffic impact of these three ITS systems is presented. Their relative importance in Shanghai ITS motorway management is then established. This research leads to the development of a theoretical model which incorporates suitable incentive mechanisms for ITS provision through PPPs, on the basis that both parties expect value for money. Complexity has been increased in this model by introducing a subsidy and a shadow cost of subsidy variable, which has not been used in the previous literature. The relationship between subsidy and the efficiency level of the private sector is discussed under conditions of information asymmetry and symmetry. The model shows that it is possible for the private company to maximize the benefits of both the public authority and private company under two constraints, namely Individual Rationality (IR) and Incentive Compatibility (IC). Two working examples sourced from the case studies of two different ITS systems are used to calculate the potential profit and risk costs, first under a flexible payment scheme and then how this simplified by the use of an ITS incentive model. These examples strengthen the argument for the use of incentive models and contribute to ITS project profit control, which is the key for a successful ITS project through PPP.

1. ICAO Anual Report on "The State of Aviation Security in the World in 2019. URL: https://www.icao.int/safety/Documents/ICAO_SR_2019_final_web.pdf 2. Convention on International Civil Aviation. Chicago 1944 (ICAO Doc.7300). 3. Safety Guidelines for the Protection of Civil Aviation against Acts of Illegal Intrusion. (ICAO Doc 8973). 4. Moskalenko S.I. Problem of security of aviation security in Ukraine [Scientific article], Kiev, 2017. 3p. 5. Malyarchuk N.V. Homyachenko S.I. Ukraine Civil aviation: Problems of state regulation. URL: http://jrnl.nau.edu.ua/index.php/UV/article/download/8547/10386
The emergence of aviation as a distinguished, independent transport industry took place in the twenties of the twentieth century. However, in the second half of the twentieth century, the network of international air routes covered almost all countries of the world. Operations on modern air transport are characterized by mass (number of transport units and volumes), rhythmic (frequency of traffic units) and adequate complexity. In this regard, there is a need for a rigorous legal mechanism for carrying out air transportation, fixing the obligations and rights of the transport process participants and, most importantly, ensuring a reliable level of security. Aviation security as a scientific field is a relatively new aspect of scientific activity. Aviation security is a state of protection of the sector of civil aviation from threats of external factors associated with the implementation of acts of illegal intrusion. The basis of aviation security is a complex of organizational and legal, financial, technical and scientific-methodological measures that ensure the organization of civil security in the aviation at all its levels.
Виникнення авіації як видатної, незалежної транспортної галузі відбулося у двадцятих роках ХХ століття. Однак у другій половині ХХ століття мережа міжнародних повітряних маршрутів охопила майже всі країни світу. Операції на сучасному повітряному транспорті характеризуються масовістю (кількістю транспортних одиниць та обсягами), ритмічністю (частота одиниць руху) та достатньою складністю. У зв'язку з цим існує потреба у суворому правовому механізмі здійснення повітряних перевезень, фіксації обов'язків та прав учасників транспортного процесу та, що найголовніше, забезпечення надійного рівня безпеки. Авіаційна безпека як науковий напрямок є відносно новим аспектом наукової діяльності. Авіаційна безпека - це стан захисту сектору цивільної авіації від загроз зовнішніх факторів, пов’язаних з виконанням актів незаконного вторгнення. Основою авіаційної безпеки є комплекс організаційно-правових, фінансових, технічних та науково-методологічних заходів, що забезпечують організацію цивільної безпеки в авіації на всіх її рівнях.

Transport projects are complex; the interface with different policy areas can often lead to significant challenges to ensuring that long-term value outcomes are achieved. This thesis seeks to explore the challenges associated with the effective provision of transport services from a social exclusion perspective. It uncovers a number of key factors that can affect the successful delivery and provision of such schemes by examining the consequence of the decisions and actions taken by service providers and commissioners. Using a case study approach conducted on three local authority projects across the United Kingdom, the study is exploratory in nature through an in-depth qualitative data analysis. In order to address the aim of the thesis, six key objectives are defined: to understand how transport projects may act as a vehicle for delivering policy aimed at addressing social exclusion in the United Kingdom; to understand and investigate the impact of deregulation of the bus industry on the provision of transport services, particularly for the socially excluded; to critically examine the process underpinning decisions that guide the provision of transport schemes to address social exclusion; to examine the propensity for service users to be actively involved in the decision making process; to conduct a case study research in order to explore the challenges to the successful provision and delivery of the transport services to the socially excluded as a consequence of the decisions and actions taken by the service providers in the case study areas; and to characterise the factors that should be considered in the provision and delivery of transport services, particularly for the socially excluded.Semi structured interviews were carried out with the service providers in three locations– West Midlands, Sheffield, and Manchester. These interviews seek to determine the challenges to the effective provision and delivery of transport services as a consequence of the decisions and actions of the service providers. Overall, some challenges that could inhibit the provision and delivery of transport services were identified. These include constraint on the provision and delivery of transport services for the socially excluded due to the Competition Act, lack of accessible information, lack of close working relationship between service providers, lack of trust and mutual respect between service providers, too much focus in reducing the number of benefits claimant, service accessibility – inflexible access criteria, lack of support for bus drivers, lack of cultural diversity in the workforce and marketing of services, resource constraints on scheme performance, tendency on the service providers to focus getting output rather than outcomes, partnership issues - lack of commitment, poor communication, lack of common understanding of social exclusion, tendency on the service providers to focus on economic aspect, and lack of willingness to fully engage with citizens in the delivery and provision of transport services.These challenges identified were then further analysed in order to examine the underlying reasons why those challenges existed. Having identified and examined the challenges that could hinder the provision and delivery of the transport services, particularly for the socially excluded, some recommendations were made based on the identified issues that should be considered in the provision and delivery of transport services, particularly for the socially excluded.The findings that emerged contribute toward the social exclusion and transport provision domain in four areas:• Highlighted and provided an understanding of the difficulties surrounding the role of bus drivers and how it affects transport provision for the socially excluded;• The importance and the need to have the local knowledge in delivering transport service;• Understanding service provider’s attitude towards engaging with the community in the provision of transport services; and, • Inadequate funding and the impacts on transport provision for the socially excluded.

Construction and operation of cross-boundary transportation infrastructure is a challenge at the local, state, and international levels. Trends in travel patterns show increases in travel demand in both the United States and Europe resulting in greater attention to cross-boundary infrastructure and services. In the United States, this challenge has arisen most frequently in provision regional transit services and infrastructure while Europe is faced with a challenge of connecting its member-states. One question that remains unknown is whether when governments are faced with providing cross-boundary infrastructure or services, do they develop similar organizational arrangements when meeting these challenges regardless of what level of government is involved? This research asks whether governments at all levels of governance develop similar organizational solutions in the construction and operation of transport infrastructure. This question is answered through an examination of regional transit provision in seven U.S. metropolitan areas, six commuter rail systems in the United States, a series of bi-state river highway bridges in the United States, and five cross-border segments of the Trans-European Transport Network in the European Union, three similar organizational arrangements types were found to govern cross-boundary provision of transportation infrastructure and/or services. These three types, an independent entity, an intergovernmental agreement or contract, or direct financial payment, were found at all levels of governance. The research suggests that there is a relationship between the complexity of the service involved the level of financial control indicating that more complex operations such as network of services requiring day-to-day operation tend to be arranged as independent entities with various levels of public and/or private financing.

Rural accessibility planning in developing countries over the last few decades has primarily focused on increasing rural communities access to rural roads. It has been considered that road building improves access to health, education, markets and employment opportunities, and hence promotes economic development. It is argued in this thesis that accessibility, particularly in Sub-Saharan Africa, has not improved to the desired extent because the problem of mobility, in terms of access to vehicle services, has not been addressed. The provision of rural roads and transport services have been taken as synonymous with each other, but in reality this has not proved to be the case. This thesis attempts to redress that balance by seeking to change the mindset of policy makers to think about mobility and increase the emphasis placed on the promotion of transport services, both motorised and non-motorised. The findings relate to surveys undertaken in Thailand, Sri Lanka, Ghana, Zimbabwe and Pakistan where data were collected on vehicle operating costs (VOC's) and performance for a wide range of commonly used rural vehicles. These included human porterage and non-motorised vehicles such as bicycles and animal transport, as well as motorised vehicles such as conventional trucks and pickups, agricultural tractors and simple engine-powered vehicles. Analysis of the data demonstrated large differences in the VOC's and transport charges for rural transport services between the generally efficient systems in the Asian countries and the inefficient ones in the African countries studied. These findings form the foundation for the development of the Rural Transport Planner (RTP) and the framework which identifies the relationships between transport charges, VOC's, and factors relating to the vehicles operating environment. The RTP provides the first known attempt at producing a model for rural vehicle selection and for recommending interventions to improve the operating environment for rural transport services.

The UK Government is committed to reducing Greenhouse Gas (GHG) emissions by 80% from 1990 levels by 2050. Reducing emissions from motorised transport and changing travel behaviour of people wishing to travel are two possible means of achieving this. To support schemes designed to change behaviour the UK Government provided a five year funding stream to local authorities in England (excluding London) called the Local Sustainable Transport Fund (LSTF). The LSTF funding creates an opportunity for people to change the way they travel, through the provision of new infrastructure and training. This research is designed to understand how the transport system influences creates this opportunity. This thesis investigates an alternative approach to the existing dominant behaviour change paradigm of behavioural economic theory, favoured by the UK Government. The research examines using the potential benefits of applying the sociological method of Social Practice Theory (SPT). SPT is different to psychology-based approaches as it considers the ‘practice’ that is being undertaken, rather than focusing on the individual undertaking the action. The research explores Shove et al.’s (2012) 3-Elements model, an accessible representation of the complexities of SPT, to demonstrate whether the materials, meanings and competences that make up a social practice are reflected in the design of the sustainable transport bids for LSTF funding and, if not, how the bids could be improved by incorporating the SPT perspective. The research applies SPT in two ways. Firstly, an analysis was undertaken of LSTF bid documents to understand what elements of the practice(s) of travelling the proposed schemes were trying to alter. Secondly, it examines the practices of transport planning itself (in the context of the LSTF). Through the development of the research it became evident that the 3-Elements model would not provide a sufficient explanation of the practices of transport planning. A new conceptual model was therefore created incorporating Fine and Leopold’s (1993, 2002) Systems of Provision (SOP) model to identify the structures, processes, agents and relationships that exist within the Transport Planning SOP (TPSOP) that influence how practices are performed and how this ultimately influences the practices of travelling. The research has been developed from a critical realist perspective and constructs a narrative to explain what the 3-Elements and TPSOP conceptual models tell us about the transport planning sector and the practices of travel. As such does not seek an absolute truth as to the influences on the practices of travelling. The research uses a mixed methods approach to gathering data. This includes content analysis of all 145 LSTF bid submissions, a survey of the bid managers and semi-structured interviews with 23 transport professionals from across the TPSOP. The analysis of the results from the data collection found that the meanings within transport planning of what is defined as a sustainable transport initiative come from national government and this meaning has a direct influence on the types of schemes that were bid for by Local Authorities (LAs). The findings also identified that the national government exerted its power through the provision of funding to LAs who met their vision of what is defined as a sustainable transport scheme. Using the TPSOP conceptual model it was possible to demonstrate the importance of funding as a process, used to exert power. The research found that although the national government was able to exert this power through the delivery of sustainable transport initiatives, the use of funding only created the opportunity for change to occur, rather than creating change. The thesis provides a contribution to knowledge by exploring the applicability of the 3-Elements model to understanding the practices of transport planning and how they ultimately influence how travelling is performed. For example if funding is provided for the construction new carriageways to enable people to drive private motor vehicles, then this is how the practices of travelling are likely to be performed. The 3-Elements model is therefore a more useful tool for use in the design stage of transport initiatives to ensure the meanings that the initiative will create are better understood and mitigated at an earlier stage of the process. The research also demonstrated that the TPSOP model provided a means of describing the underlying mechanisms that exist within the complexes of practices, as defined by Shove et al. (2012). This is because the TPSOP model is able to highlight power relations and the processes used to control the system when attempting to create change. In addition to these conclusions the research identified changes required within the TPSOP to improve the performance of sustainable transport initiatives. These include changing the type of funding supplied to LAs to deliver sustainable transport initiatives to include more consistent funding for revenue based schemes to provide marketing, training programmes and the subsidising of key public transport services. Alterations are also required to the evaluation process for transport schemes to place a far greater emphasis on social, environmental and health impacts of transport.

Робота складається із вступу та 3 розділів. Загальний обсяг роботи: 94 аркушів основного тексту, 44 ілюстрацій, 23 таблиці, перелік посилань 32 найменувань. Практичний досвід транспортного забезпечення підприємства виявив необхідність поліпшення системи, шляхом скорочення недоцільного використання ресурсів, що виражаються у великих часових витратах на аналіз кожної одиниці техніки в різних системах (програмних застосунках), залученні великої кількості людей для моніторингу і виконанні десятків ручних розрахунків, де помилкою може служити людський фактор Це обумовлює доцільність автоматизації процесу моніторингу транспортного забезпечення. Актуальність проектування програмного рішення досягається відсутністю аналогічного програмного продукту, що мало б змогу забезпечити автоматизований моніторинг, шляхом інтеграції даних з системи по управлінню бізнес-процесами SAP і системи супутникового моніторингу транспортних засобів WIALON. Мета дослідження – автоматизувати процес моніторингу використання транспортного забезпечення відповідно до прийнятих стандартів компанії. Результати роботи та їх новизна:  Сформульовано принципи взаємодії між програмними системами підприємства.  Створено програмний застосунок, що виконує поставленні завдання.  Складено алгоритм визначення потенційних водіїв серед всіх замовників одиниць техніки.  Складено алгоритм розрахунку ефективності водіїв.  Запропоновано новий варіант пошуку порушників, що забезпечує більш раціональне та точне їх визначення.  Впроваджено програмний додаток в роботу компанії.  Розроблено стартап проект, в якому проведено аналіз перспективи впровадження з огляду на потенційні групи клієнтів, стан конкуренції, конкурентоспроможність проекту
The work consists of an introduction and 3 sections. The total amount of work: 94 pages of the main text, 44 illustrations, 23 tables, list of references of 32 titles. The practical experience of enterprise transportation has identified the need to improve the system by reducing the inappropriate use of resources, resulting in high time costs for analyzing each piece of equipment in different systems (software applications), attracting large numbers of people to monitor and perform dozens of manual calculations where errors can serve the human factor This makes it expedient to automate the process of monitoring the transportation. The urgency of designing the software solution is achieved by the absence of a similar software product that would be able to provide automated monitoring by integrating data from the SAP Business Process Management System and the satellite monitoring system of WIALON vehicles. The purpose of the study is to automate the process of monitoring the use of transport equipment in accordance with accepted standards of the company. The results and their novelty: The principles of interaction between enterprise software systems are formulated. A software application has been created to perform the task. The algorithm of determination of potential drivers among all customers of units of equipment is made. The algorithm of calculation of efficiency of drivers is made. A new version of the search for violators is proposed, which provides a more rational and accurate definition of violators. A software application was introduced to the company. A startup project has been developed in which an analysis of the prospects of implementation in view of potential customer group, the state of competition, competitiveness of the project.

The current basis of school transport provision by the Local Education Authorities was introduced during the 1940s with the role of facilitating the attendance of pupils at the nearest appropriate school and ensuring that access to education was not based upon a child's place of residence or upon parental means. To meet this objective, the provision of free school transport was considered necessary if a child lived beyond the minimum walking distances, established as two miles for pupils of under eight years of age (eleven years in the case of Northern Ireland) and three miles for older pupils. In addition, Local Education Authorities have wide discretionary powers to provide school transport to pupils not statutorily entitled. During the past twenty years, this basis of provision has received repeated criticism for failing to address the issues of rising expenditure on school transport, equity, road safety and parental choice of school. This thesis, therefore, examines the long term demographic and social trends affecting the provision of school transport services by the Local Education Authorities and the institutional responses to these trends. It also examines the current provision of school transport at individual authority level and the recent changes to both public transport and education legislation, to establish whether there is a case for changing the basis of provision to address these issues. Having established that there is a case for changing the basis of provision, recent proposals for change are reviewed and alternative bases of provision, including the system of school transportation in the USA, are discussed in the context of the issues on which criticism has focussed. This shows that the three alternative bases of provision with the scope to address these issues to the greatest extent are: widening the availability of free school transport to all pupils; reducing the minimum walking distances; and flat-fare charging. These three alternatives are then evaluated, with the economic implications of their introduction, not only for the Local Education Authorities, but also parents and society in general, being assessed. From this, it is concluded that the introduction of a flat-fare charging policy could address all the issues to the greatest extent, whilst offering the most economically feasible alternative basis for the provision of school transport provision by the Local Education Authorities in the UK.

This thesis focuses on park planning in Dubai, and how current differences in their socio-spatial access can be alleviated by using regional-vernacular design principles. The thesis uses a mixed method approach that begins with the analysis of parks across the entire city to understand their current access and distribution, and then narrows down to focusing on four micro-case studies,which will serve as sites where improvements could be made. These improvements are inspiredby vernacular design and planning and aim to improve current access. All work originates fromthe author unless otherwise cited.

Est analysée la politique de transport scolaire en milieu rural du Rio Grande do Sul, avec l'objectif de discuter la configuration de compétences gouvernementales et des relations intergouvernementaux dans l'offre et dans le financement. La recherche qualitative, s'inscrit dans l'abordage méthodologique d'analyse de politique publique, avec des éléments de l'analyse plus cognitive et séquentielle, en incluant la formulation et la mise en oeuvre de la politique et de l'étude de cas dans trois petites villes gauchas. Présente la politique du transport scolaire dans le pays et cherche comprendre comme la politique du transport scolaire a été constituée à Rio Grande do Sul, ce lequel il envisage: leurs origines, quand le transport scolaire se rend un problème public et arrive à l'agenda gouvernemental de l'état; quels ont été les principaux acteurs; que solutions ont été proposées jusqu'à la formulation du Programme de l'état d'assistance au transport scolaire (Peate); que des référentiels se sont imposés dans la constitution de cette politique; et comme ce a été sa mise en oeuvre. Est passé à travers la thèse le débat sur le format de la fédération brésilienne, les compétences gouvernementales et les relations, pas toujours solidaires, entre les êtres fédérés dans l'offre et dans le financement du transport scolaire; de façon similaire, la discussion sur la conception d'éducation en milieu rural, de la nucléation et de la fermeture des écoles en milieu rural a été point crucial pour la compréhension de la problématique du transport scolaire. L'étude de cas dans les trois villes il a permis de vérifier la limitée capacité financière et la grande dépendance de ressources de l'Union et de l'État que, en général, l'être municipal a pour offrir à l'éducation et au transport scolaire. L'étude de cas dans les trois villes il a permis de vérifier la limitée capacité financière et la grande dépendance de ressources de l'Union et de l'État que, en général, l'être municipal a pour offrir à l'éducation et au transport scolaire. Finalement, la thèse présente l'odyssée du transport scolaire à Rio Grande do Sul, en démontrant vigueurs et fragilités des relations entre l'État et les villes. Le transport scolaire des élèves du filet de l'état, réalisé par les villes, gagne du statut de problème public dans le Gouvernement d'Olívio Dutra, quand est fait le premier terme d'accord à être affermi entre l'État et les villes (1999) vue de ressources pour le transport, en continuant les conflits et les négociations dans tous les gouvernements, minimisés un peu dans la formulation du Peate, en 2008, dans le Gouvernement de Yeda Crusius, mais en resurgissant dans le Gouvernement de Tarso Genro. La question récurrente, dans la période, est ce de la couverture des coûts du transport scolaire de la part du gouvernement de l'état, dont le déficit ouvre de l'espace pour négociations concernant les critères de distribution des ressources de l'état. La défense du Famurs est point fort dans ce débat, suivant récemment par Undime/RS. La politics gaucha a influencé fortement la policy du transport scolaire, qui vient en suivant un chemin d’incessant signification.
É analisada a política de transporte escolar rural do Rio Grande do Sul, com o objetivo de discutir a configuração de competências governamentais e das relações intergovernamentais na oferta e no financiamento. A investigação, de cunho qualitativo, inscreve-se na abordagem metodológica de análise de política pública, com elementos da análise cognitiva e sequencial, abrangendo a formulação e a implementação da política e estudo de caso em três pequenos municípios gaúchos. Apresenta a política do transporte escolar no país e busca compreender como tal política foi sendo constituída no Rio Grande do Sul, o que contempla: suas origens, quando o transporte escolar se torna um problema público e chega à agenda governamental estadual; quais foram os principais atores; que soluções foram propostas até a formulação do Programa Estadual de Apoio ao Transporte Escolar (Peate); que referenciais se impuseram na constituição dessa política; e como tem sido a sua implementação. Permeou a tese o debate sobre o formato da federação brasileira, as competências governamentais e as relações, nem sempre solidárias, entre os entes federados na oferta e no financiamento do transporte escolar; do mesmo modo, a discussão sobre a concepção de educação do campo, da nucleação e do fechamento das escolas do meio rural foi ponto crucial para a compreensão da problemática do transporte escolar. O estudo de caso nos três municípios permitiu comprovar a limitada capacidade financeira e a grande dependência de recursos da União e do estado que, em geral, o ente municipal tem para ofertar à educação e ao transporte escolar. Por fim, a tese apresenta a ‘odisseia’ do transporte escolar no Rio Grande do Sul, demonstrando vigores e fragilidades das relações entre o estado e os municípios. O transporte escolar dos alunos da rede estadual, realizado pelos municípios, ganha status de problema público no governo de Olívio Dutra, quando é feito o primeiro termo de convênio a ser firmado entre o estado e os municípios (1999) para repasse de recursos para o transporte, continuando os conflitos e as negociações em todos os governos, minimizados um pouco na formulação do Peate, em 2008, no governo de Yeda Crusius, mas ressurgindo no governo de Tarso Genro. A questão recorrente, no período, é a da cobertura dos custos do transporte escolar por parte do governo estadual, cujo déficit abre espaço para negociações acerca dos critérios de distribuição dos recursos estaduais. O protagonismo da Famurs é ponto forte nesse debate, seguido recentemente pela Undime/RS. A politics gaúcha influenciou fortemente a policy do transporte escolar, que vem seguindo um caminho de constante ressignificação.
It is analyzed the politics of rural school transportation in Rio Grande do Sul, with the purpose of discussing the configuration of governmental competencies and the intergovernmental relations in the provision and funding. The investigation, a qualitative one, is part of the methodological approach of the analysis of public policy, with elements of cognitive and sequential analysis, including the formulation and implementation of policy and case study of three small cities in the state. Presents the policy of school transportation in Brazil and aims to understand how such policy was constituted in Rio Grande do Sul, which comprises: its origins, when school transportation becomes a public problem and comes to the state government agenda; which were the main actors; which solutions were proposed to the formulation of the State Program of Support for School Transportation (Peate); which references were imposed in the constitution of the policy; and how its implementation has been. Permeating the thesis was the debate about the format of Brazilian federation, the governmental competencies and the relations, not always sympathetic, among federal entities in the provision and funding of school transportation; likewise, the discussion over the notion of countryside education, nucleation and the closing of schools in rural communities was a crucial point to understand the issue of school transportation. The case study in those three cities allowed to prove the limited financial capacity and heavy reliance on federal and state funds that, in general, the municipal entity has to offer to the education and the school transportation. Finally, the thesis presents the ‘Odyssey’ of school transport in Rio Grande do Sul, demonstrating strengths and weaknesses of the relationship between the state and the cities. The school transportation of pupils from the state system, conducted by municipalities, gain status of public problem in the government of Olívio Dutra, when is made the first term of agreement to be signed by the state and the municipalities (1999) for transfer of funds to transportation, continuing the conflicts and negotiations in all governments, somewhat minimized in the formulation of Peate, in 2008, during the government of Yeda Crusius, but reappearing in the government of Tarso Genro. The recurring question in the period is the coverage of the costs of school transportation by the state government, whose deficit makes room to negotiations on the criteria for the distribution of state resources. The role of Famurs is a strong point in this debate, recently followed by Undime/RS. The state politics strongly influenced the school transportation policy, which has been following a path of constant resignification.

La presente tesis doctoral contiene un análisis sobre los supuestos de eficiencia que deben ser considerados por las administraciones públicas en el proceso de estructuración de los acuerdos de colaboración público privada para la provisión de infraestructuras públicas, con el propósito de asegurar la efectiva consecución de los fines que guían y orientan este tipo de acuerdos, pues los mismos, se encuentran expuestos a un conjunto de factores externos e internos, que tienen la capacidad de afectar dichos fines, aumentar la exposición frente al riesgo de controversias contractuales o de mayores costos en la contratación e imponer cargas onerosas o excesivas al presupuesto público, con su consecuente efecto adverso sobre las oportunidades de desarrollo o crecimiento económico de las naciones. Es por ello, que se analiza a partir de unos casos típicos, los supuestos que han llevado, en algunos países, a la realización de acuerdos de colaboración exitosos para las administraciones públicas, con un nulo o muy bajo esfuerzo del presupuesto público, mientras que en otros países, la realización de dichos acuerdos ha exigido importantes esfuerzos presupuestales o han derivado en pesadas cargas para el Estado, dejando en entredicho la forma de distribución de cargas y beneficios entre el sector público y el sector privado, así como la conveniencia y oportunidad de este tipo de acuerdos. Bajo dicho contexto, se destaca la importancia de la planeación y maduración de los proyectos de colaboración público-privada de iniciativa pública, la equitativa distribución entre las cargas y los beneficios que se deriven de la contratación, la eficiente asignación de los riesgos y distribución de responsabilidades derivadas del acuerdo, que sumados a procesos perfectamente competitivos de selección contractual, donde se garantice la igualdad en el trato, la libre concurrencia y la transparencia del proceso, se constituyen en los presupuestos esenciales para asegurar la eficiente asignación de los recursos económicos de la colectividad.

This thesis is focused on analysis of the legislative regulations for special road transportation between Czech Republic and the Balkan Peninsula. In this work, special transportation stands for heavy and bulky costs that exceed the maximum limits. To carry out such transportations, following the legal standarts of each state where the intended destination is (Slovakia, Hungary, Romania, Bulgaria, Slovenia, Croatia, Bosnia and Herzegovina, Montenegro, Serbia, Kosovo and Macedonia), is needed. The work is divided into chapters that deal with these issues and provide an overview of the legal standards which must be fulfilled in these particular states. The result of this thesis is to provide the necessary information to Czech transporter to perform these special transportations.

he theme of this work is the issue of international transport, transport costs in implementing the dimensions and weight exceeds the maximum specified value. Emphasis is placed mainly on road safety, which is ensured by legislative provisions governing the conditions for the transport of oversized cargo. In particular, a variety of security measures such as coordination of the operation with the requirements of different organizations, or for the fees and charges for exceeding the limit size and weight. The benefit of this document will become an overview of the legal standards applicable to the various destinations (Lithuania, Latvia, Estonia, Russia, Ukraine, Belarus), for Czech carrier use. Using this information, should be provide quality transportation services for oversized shipments.

The diploma thesis is focused on the evaluation of legislation for special transport between the Czech Republic and some member states of the European Union. The term special transport comprises the transport of very heavy and oversize loads which exceed limits allowed by the legislation of member states and the European Union itself. The diploma thesis is preferentially concentrated on regulations providing limit dimensions, transport conditions and elements that ensure safe transport of loads to the target destinations – Germany, Austria, Belgium, Luxembourg, the Netherlands, the United Kingdom. The final document is going to become the overview of information for freighters who can apply it in the process of preparation and the following ensuring of oversize loads to the countries, see above. The results of the diploma thesis can be applied by the institutions in the branch of international freight, the police or the institutions of the public administration.

Extraction, production, utilization and disposal of material resources have been undertaken continuously for much of human histories. Unavoidably, all of these activities have disturbed our environment, and subsequently have been harmful to humans and ecosystems in this and future generations. Due to time lag associated with both environment impact and the effects of measures taken to reduce this impact, existing approaches (i.e. monitoring and reacting) do not give sufficiently rapid feedback for effective environmental management. With regard to the complexity and concern related to environment-health chain effects, there is currently no environmental tool or approach that can provide comprehensive information and indicators covering all major environment and health themes, to enable decision makers to make informed judgements about regional policies and plans, relating to the sustainable use and disposal of material resources. Consequently, there is a need for developing a new approach by taking account of a multidisciplinary concept used in this thesis. Substance Flow Analysis (SFA) has been mainly applied in order to provide input information for Health Risk Assessment (HRA). The SFA approach provides the quantity of the substance that is transported (flows) and stored in the system (stock), and of which sub-system, flow, and process is the greatest concern. The HRA approach provides estimates of human health risk associated with site, activity and facility. An environmental fate and transport model is another key knowledge area incorporated into the HRA process. An integrating method of SFA, environmental fate and transport, and HRA is developed and illustrated by a case study of cadmium in Australia. This thesis shows that this new integration of existing stand-alone methods can provide holistic information and useful indicators covering all significant economic activities, environment, flows, and health risk assessment for selected substances. This enables better decision making on the use and disposal of substances at a range of levels in the economy, from corporations to regions and nations.

Selected aspects of sharing economy with emphasis on Airbnb and Uber Abstract This paper focuses on the legal regulation of digital platforms which are used to arrange short-term accommodation (the most popular representative is Airbnb) and passenger transport (where Uber is the best-known platform). In the introduction the author explains why he considers it inappropriate to say these platforms are part of "sharing economy", although this term is currently widely used. In addition, the author examines the benefits of Airbnb and Uber platforms in general, such as user comfort, a rating system that allows quality control of provided services, lower prices for the customer than with traditional service providers and a simple way to earn some extra money. At the same time, the author mentions negative aspects of these platforms, such as lower collection of taxes and fees, poor protection of employees and potentially also customers, or reduction of availability and quality of housing. In the next part of the paper the author focuses on each of the mentioned platforms and evaluates the regulation of these platforms, or rather service providers that use these platforms, in the light of both Czech and European case law. The author concludes that the use of apartments for the continuous provision of accommodation...

A presente dissertação versa sobre uma das mais complexas temáticas em sede de imposto sobre o valor acrescentado: a determinação do lugar onde as prestações de serviços devem ser tributadas. Desde a adoção do IVA pela Comunidade Económica Europeia, até à data de hoje, vários foram os diplomas que alteraram as regras relativas à localização das prestações de serviços. Feita tal análise, procede-se à elaboração de um breve estudo sobre o regime da localização da prestação de serviços de transporte de passageiros, onde enunciamos, não só as distorções de concorrência existentes, mas algumas opções políticas com o propósito de, no futuro, se alcançar um modelo comum de IVA mais eficiente.
The present dissertation deals with one of the most complex topics in terms of value added tax: the determination of the place where the services are to be taxed. Since the adoption of VAT by the European Economic Community, as of today several were the legal diplomas that altered the rules concerning the location of the provision of services. After such analysis, we will prepare a brief study regarding the location of the provision of passenger transport services, stating not only the existing distortions of competition, but also some policy options for the purpose of reaching, in the future, a common and more efficient model of VAT.

Dissertação de mestrado em Administração Pública (área de especialização em Governo e Administração Local)
O movimento da Nova Gestão Pública em Portugal caraterizou-se numa mudança dentro do Setor Público, nomeadamente no que toca os processos e práticas e o modo de prestação dos serviços públicos. Os serviços públicos locais, que eram outrora exclusivamente prestados pelo governo local, internamente e com os seus próprios recursos – financeiros e humanos -, passaram a ser prestados e produzidos de outras formas que não apenas sob a administração pública direta: através de empresas municipais, de cooperação com outros governos ou associações e/ou do recurso ao mercado. Para a decisão do modo como os municípios prestam e produzem os serviços públicos locais, em particular o serviço público de transporte de passageiros municipal, contribuem fatores socioeconómicos e políticos. Os estudos sobre o serviço de transporte em Portugal são poucos, especialmente em matéria de fatores que determinam o modo como são prestados e produzidos. Nesse sentido, procurando contribuir mais para a temática de uma forma estatisticamente relevante, a presente dissertação tem como objetivos identificar que municípios prestam o SPTP municipal e sob que modo de produção, bem como identificar as razões que levam os executivos camarários a tomar tais decisões. Assim, adotando um design não-experimental transversal e recorrendo a regressões logísticas binárias e multinomial, os resultados mostram que as variáveis população, densidade populacional, endividamento e independência financeira, número de funcionários públicos da autarquia e a ideologia política do executivo camarário influenciam de certa forma a decisão dos municípios de prover, de prestar e de produzir o SPTP municipal.
The New Public Management movement was characterized by a change inside the Public Sector, namely in the processes and practices and in the way the public services were delivered. Local public services, which were once delivered exclusively through the local government itself with its own resources – financial and human -, began being delivered and produced in other ways than just under the direct public administration: through municipal companies, through cooperation with other governments or associations and/or through resorting to the market. Socio-economic and political factors contribute to the decision of how municipalities provide and produce public services, in particular the local public transportation service. Studies on the transport service in Portugal are rare, especially in terms of factors that determine the way in which they are provided and produced. In this sense, contributing more to the theme in a statistically relevant way, this dissertation aims to identify which municipalities provide the local public transportation service and under what mode of production, as well as to identify the reasons that lead municipal executives to such decisions. Thus, adopting a cross-sectional non-experimental design and resorting to binary and multinomial logistic regressions, the results show that the variables population, population density, indebtedness and financial independence, number of public employees of the municipality and the political ideology of the municipal executive influence, in a way, the decision of the municipalities to provide and produce the local public transportation service.