Dissertations / Theses on the topic 'Transportation Infrastructure Planning'
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Todman, Lynn Chatman. "Private finance of transportation infrastructure." Thesis, Massachusetts Institute of Technology, 1990. http://hdl.handle.net/1721.1/70183.
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Dong, Yukun. "Assessing investment analysis strategies for infrastructure renewal in Regional Transportation Planning." Access to citation, abstract and download form provided by ProQuest Information and Learning Company; downloadable PDF file, 180 p, 2007. http://proquest.umi.com/pqdweb?did=1605161251&sid=2&Fmt=2&clientId=8331&RQT=309&VName=PQD.
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Leung, Pui-shan Joanne. "The planning of external transport infrastructure for new towns in Hong Kong." Click to view the E-thesis via HKUTO, 2000. http://sunzi.lib.hku.hk/hkuto/record/B42575138.
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Nishimura, Taku 1968. "Dynamic strategic planning for transportation infrastructure investment in Japan." Thesis, Massachusetts Institute of Technology, 1999. http://hdl.handle.net/1721.1/80188.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering; and, (S.M.)--Massachusetts Institute of Technology, Sloan School of Management, Technology and Policy Program, 1999.Includes bibliographical references (p. 95-97).
by Taku Nishimura.
S.M.
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Hearn, Brian J. "Integrating infrastructure and architecture." This title; PDF viewer required. Home page for entire collection, 2004. http://archives.udmercy.edu:8080/dspace/handle/10429/9.
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Atkinson, Clark R. (Clark Ray). "Private development of transportation infrastructure : assessing feasibility, risks, and financial strategies." Thesis, Massachusetts Institute of Technology, 1991. http://hdl.handle.net/1721.1/13044.
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Leung, Pui-shan Joanne, and 梁佩珊. "The planning of external transport infrastructure for new towns in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2000. http://hub.hku.hk/bib/B42575138.
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Wang, Kailai. "Towards Sustainable Mobility: the Impacts of Infrastructure Change, Technological Innovation, and Demographic Shift." The Ohio State University, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=osu1560783868054047.
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Koh, Yong-Ki. "Inland container transportation system planning, with reference to Korean ports." Thesis, Queen Mary, University of London, 1999. http://qmro.qmul.ac.uk/xmlui/handle/123456789/28853.
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This study attempts to develop realistic and relevant investment planning models for inland container transportation systems. An inland container transport system model has been constructed consisting of three sub-models: forecasting future total export container demand, the inland container traffic allocation model and the optimum port capacity model. The models may be utilised to identify the most effective investment plan for inland transportation infrastructure development and to evaluate the inland container transportation system. The procedure enables determination of the optimal locations, sizes and time of container port developments as well as the optimal container cargo flows through transportation networks. A Heuristic algorithm was developed for the purpose of evaluating alternative investment plans. Dynamic and Linear programming methods are applied to each of the two planning problems: the former for the optimum container port capacity development problem and the latter for the optimal allocation of inland container traffic movements. Finally, the model has been applied to concrete inland container transportation system problems in Korea. The results are reported and analysed. It is hoped that they may provide a guideline for actual development.
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Wan, Ka-ho, and 溫嘉浩. "A study of Hong Kong cross-border transportation infrastructure development: Hong Kong Shenzhen westerncorridor." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2008. http://hub.hku.hk/bib/B41680340.
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Chow, Chun-kit, and 周俊傑. "Performing trail : from mono-functional transportation system to multi-functional landscape infrastructure." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2014. http://hdl.handle.net/10722/207153.
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The infrastructure is one of the key elements to construct and stabilize the sustainability of a nation or a city by providing a particular function and service to support the communities in a strictly fundamental way. The traditional structures and programs of infrastructure are always presented and constructed in a functional means lacking of relationship between natural and human system as well as cooperation with the social, ecological and aesthetic components while the engineering concerns has dominated the design and development of infrastructure.
Additionally, those supporting programs are always required and occupied a huge amount of space. However, seems that the traditional approach for infrastructure could no longer fully cope with the new urban development, changing of public value and shifting of living pattern. The public and some of the professional has already formed a group and started the discussion of the lands where are lack of usage and development, especially the space under the bridge or space surround by the road system.
In the contemporary world, especially in the situation of Hong Kong, the highway or road system requires and occupies a huge amount of space, which contains 665,640 vehicles on 2,090 kilometers of road fig.1that distributed by 442 on Hong Kong Island, 462 in Kowloon and 1,186 in New Territories together with 1,325 flyovers and bridges as well as 1,197 footbridges and subways.
There are different site conditions and adjacent environments consisting of residential area, shipping port, recreational area and commercial area, etc. On one hand, the highway acts as a medium to connect people from place to place whilst at the same time providing efficiency and convenience to people by saving travelling time. However, it is also as a barrier in terms of separating the local communities due to the restricted area under and around the system. The result of disconnection of space has reduced the accessibility while minimized the opportunity of the integration for different groups of people.
In addition to the existing typical road system in Hong Kong, it can be generally presented and constructed into four main parts, namely the above surface for sound proofing units and signage, on surface layer for traffic, below surface area for supporting structure and below ground space for foundation Fig.2. The usage of space is relatively mono-functional and limited in use while it is different from the multi-functional means of urban development, such as the complex residential and commercial area.
As a matter of fact, the high density in Hong Kong needs a multifunctional and flexible approach to the built environment in order to provide a maximum usage of space. The multi-layering of programs of a site or architecture is the most common, productive and efficient approach for urban development while maximizing the usage of space.
Bringing the economic and ecological value of landscape to the mono-functional transportation system might be an alternative to the new urban development in order to expand the possibility of land use and unrealized potential of space that integrated with ecosystem and contained with economical values.published_or_final_version
Architecture
Master
Master of Landscape Architecture
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Barrella, Elise M. "Strategic planning for a sustainable transportation system: a swot-based framework for assessment and implementation guidance for transportation agencies." Diss., Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/44855.
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Based on a national survey of State Departments of Transportation (DOTs), it was determined that such agencies are engaged in a variety of activities to address sustainability issues associated with transportation planning, design, and operations. However, state DOTs in general do not have sufficient policies or practices in place to evaluate and prioritize investment options that will promote sustainable development. For this research, a mixed-methods research design employing an expert panel and case studies of individual State DOTs was used to develop, test, and evaluate the value of a strategic planning tool that can help DOTs evolve more sustainable practices and be used to monitor progress over time. A self-assessment tool was designed to guides agencies through (1) identifying internal strengths and weaknesses (or gaps) in their planning frameworks and organizational structure and culture, (2) characterizing features of the external environment as opportunities or threats, (3) prioritizing areas for strategy development, and (4) developing strategies that link the internal and external environments. The tool was tested by seven state DOTs who completed the assessment and provided feedback on the content, format, and process. Based on evaluation of the assessment responses and feedback received from these state agencies, recommendations are made for improving the tool and for future applications. The main contribution of this research is a methodology for transportation agencies to develop or refine their organizational frameworks to be more oriented toward sustainability, which could lead to transportation infrastructure investments that can be better maintained and operated over their service life, reduce environmental impacts and fossil fuel dependence, promote economic development, and meet the needs of growing and changing populations more effectively.
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Gandham, Tanvi. "The Need for Enhanced Physical Infrastructure in the United States." Scholarship @ Claremont, 2018. http://scholarship.claremont.edu/cmc_theses/1761.
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Wagner, James Bartley. "Impact of the location of new schools on transportation infrastructure and finance." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2009. http://hdl.handle.net/1853/28096.
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Abalkhail, Ahmed Hamad O. "Socio-economic impacts of transportation and planning design for Saudi Arabian cities : case study, the central core area of the Algassim Region." Thesis, University of Strathclyde, 1992. http://oleg.lib.strath.ac.uk:80/R/?func=dbin-jump-full&object_id=21394.
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The purpose of this study was to consider the socio-economic impacts of the development of modern transportation in Saudi Arabian urban areas, and thereby to derive guidelines for future planning to minimise damaging impacts. In order to achieve the purpose, a series of studies were undertaken. A theoretical background was constructed from international sources relevant to the socio-economic impacts of transportation. The growth of transportation in Saudi Arabia in general and in particular in the Central Core Area of Algassim Region (The Study Area) was then examined, followed by an explanation of the management of transportation. A survey questionnaire, interviews with government officials and with community leaders, and a traffic count survey, were conducted to obtain information and attitudes regarding the socio-economic impacts of transportation in the study area. From the analysis of the surveys, an evaluation of the strategies was then made and alternative ways of developing a balanced transportation strategy for the study area were considered. A land use transportation plan was produced to demonstrate the relationship between the preferred transportation strategy and the land use activities, and based on the research principles, a land use/transportation concept was formulated. In the light of the conclusions made for the study area, a planning design for Saudi Arabian cities was then recommended as part of more sensitive appreciation of the socio-economic impact of modern transportation developments. Finally, the thesis briefly emphasises the importance of planning co-ordination and of sensitive guidelines for Saudi planners. It also recommended further studies to be carried out.
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Tzegaegbe, Jacob. "Moving America forward: lessons from the Eisenhower Interstate System applied to a National Infrastructure Bank." Thesis, Georgia Institute of Technology, 2013. http://hdl.handle.net/1853/47685.
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The objective of this thesis is to outline steps that the Obama Administration could take to help pass legislation for an innovative funding mechanism known as a National Infrastructure Bank (NIB). The recommended steps are based on a historical analysis of the leadership provided by Presidents Roosevelt and Eisenhower when passing the original bills that authorized the Interstate system. Key policy recommendations include: framing the need for an NIB as a means of economic growth and natural disaster resilience, building strategic stakeholder support through education, and engaging and compromising with Congress while developing the NIB proposal. If successfully applied, these lessons can contribute to enabling the creation of an NIB that would increase infrastructure investment by billions of dollars while rehabilitating the struggling economy and transportation network.
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Wheatley, Andrew B. "Enhancing crisis response capability to large-scale system failures within transportation networks." Thesis, Queensland University of Technology, 2014. https://eprints.qut.edu.au/72872/1/Andrew_Wheatley_Thesis.pdf.
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Li, Wai-ching, and 李慧貞. "The reform programme of the Ministry of Railways and its impact on rail development in China." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2001. http://hub.hku.hk/bib/B3194551X.
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Kim, Wonkyu. "A systems approach to transportation infrastructure management : development of a Highway Management System for the Virginia DOT /." Diss., This resource online, 1996. http://scholar.lib.vt.edu/theses/available/etd-06062008-160648/.
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Suwal, Walter. "A Study of Land Use Planning Practices and the Relationship Between Population Distribution and Transportation Infrastructure in Kathmandu, Nepal." VCU Scholars Compass, 2009. http://scholarscompass.vcu.edu/etd/2012.
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This particular paper is meant to investigate planning in Kathmandu, Nepal specifically land use planning practices and the implications on the transportation network(s). Very early on in the research including existing land use (if any), and current transportation networks, it was clear that investigations must be made into the political and planning situation leading up to the modern era in Nepal. The overview of past political events is necessary to explain current planning trends and techniques, and also the mindset of the people of Kathmandu towards planning. Of course universal planning truths can be applied in various international contexts, but each location and situation has to be approached with a fresh perspective. Where hard planning process is lacking often times planning theory can help to fill in some of the gaps. Both qualitative factors and quantitative data are presented and analyzed to show the current planning and transportation situation in Kathmandu.
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Agrawal, Manas. "Leveraging Vehicle-to-Infrastructure Communications for Adaptive Traffic Signaling and Better Energy Utilization." The Ohio State University, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=osu1372785316.
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Rahimi, Golkhandan Armin. "Characterization and Assessment of Transportation Diversity: Impacts on Mobility and Resilience Planning in Urban Communities." Diss., Virginia Tech, 2020. http://hdl.handle.net/10919/99146.
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A transportation system is a critical infrastructure that is key for mobility in any community. Natural hazards can cause failure in transportation infrastructure and impede its routine performance. Ecological systems are resilient systems that are very similar to transportation systems. Diversity is a fundamental factor in ecological resilience, and it is recognized as an important property of transportation resilience. However, quantifying transportation diversity remains challenging, which makes it difficult to understand the influence of diversity on transportation performance and resilience. Consequently, three studies are undertaken to remedy this circumstance. The first study develops a novel approach – inspired by biodiversity in ecological stability theory – to characterize and measure transportation diversity by its richness (availability) and evenness (distribution). This transportation diversity approach is then applied to New York City (NYC) at the zip code level using the GIS data of transportation modes. The results demonstrate the variation of transportation diversity across the city. The characterized inherent and augmented complementarities start to uncover the dynamics of modal compensation and to demonstrate how transportation diversity contributes to this phenomenon. Moreover, the NYC zip codes with low transportation diversity are mainly in hurricane evacuation zones that are more vulnerable. Consequently, low transportation diversity in these areas could affect their post-disaster mobility.
In the second study, the influence of transportation diversity on post-disaster mobility is examined by investigating the patterns of mobility in New York City one month before and after Hurricane Sandy using Twitter data. To characterize pre- and post-Sandy mobility patterns, the locations that individuals visited frequently were identified and travel distance, the radius of gyration, and mobility entropy were measured. Individuals were grouped according to the transportation diversity of their frequently visited locations. The findings reveal that individuals that lived in or visited zip codes with higher transportation diversity mostly experienced less disturbance in their mobility patterns after Sandy and the recovery of their mobility patterns was faster. The results confirm that transportation diversity affects the resilience of individual post-disaster mobility. The approach used in this study is one of the first to examine the root causes of changes in mobility patterns after extreme events by linking transportation infrastructure diversity to post-disaster mobility.
Finally, the third study employs the transportation diversity approach to investigate modal accessibility and social exclusion. Transportation infrastructure is a sociotechnical system and transport equity is crucial for access to opportunities and services such as jobs and infrastructure. The social exclusion caused by transport inequity could be intensified after natural disasters that can cause failure in a transportation system. One approach to determine transport equity is access to transportation modes. Common catchment area approaches to assess the equity of access to transportation modes cannot differentiate between the equity of access to modes in sub-regions of an area. The transportation diversity approach overcomes this shortcoming, and it is applied to all transportation modes in NYC zip codes to measure the equity of access. Zip codes were grouped in quartiles based on their transportation diversity. Using the American Community Survey data, a set of important socioeconomic and transport usage factors were compared in the quartile groups. The results indicated the relationship between transportation diversity and income, vehicle ownership, commute time, and commute mode. This relationship highlighted that social exclusion is linked with transport inequity. The results also revealed that the inequity of the transport system in zip codes with low transportation diversity affects poor individuals more than non-poor and the zip codes with a majority of black and Hispanic populations are impacted more. Further consideration of the impacts of Hurricanes Irene and Sandy in NYC shows that people in areas with a lower transportation diversity were affected more and the transport inequity in these areas made it difficult to cope with these disasters and caused post-disaster social exclusion. Therefore, enhancing transportation diversity should support transport equity and reduce social exclusion under normal situations and during extreme events.
Together, these three studies illustrate the influence of transportation diversity on the resilience of this infrastructure. They highlight the importance of the provision and distribution of all transportation modes, their influence on mobility during normal situations and extreme events and their contribution toward mitigating social exclusion. Finally, these studies suggest that transportation diversity can contribute to more targeted and equitable transportation and community resilience planning, which should help decision-makers allocate scarce resources more effectively.Doctor of Philosophy
Transportation systems are very important in every city. Natural disasters like hurricanes and floods can destroy roads and inundate metro tunnels that can cause problems for mobility. Ecological systems like forests are very resilient because they have experienced disturbances like natural disasters for millions of years. Ecological systems and transportation systems are very similar; for example, both have different components (different species in an ecological system and different modes in a transportation system). Because of such similarities, we can learn from ecological resilience to improve transportation resilience. Having a variety of species in an ecological system makes it diverse. Diversity is the most important factor in ecological resilience, and it is also recognized as an important factor in transportation resilience. Current methods cannot effectively quantify transportation diversity – the variety of modes in a system – so determining its impact on transportation resilience remains a challenge. In this dissertation, principles of ecological diversity are adapted to characterize transportation infrastructure to develop a new approach to measure transportation diversity; metrics include the availability of transportation modes and their distribution in a community. The developed approach was applied in New York City (NYC) at the zip code level. Locations with low transportation diversity (fewer modes and/or unequal distribution) were identified, and most of these zip codes are located in hurricane evacuation zones. Consequently, these zip codes with the least diverse transportation systems are the most vulnerable, which can cause serious issues during emergency evacuations and the ability of people to access work or essential services. Therefore, in a city hit by a natural disaster, understanding the relationship between people's mobility and a transportation system's diversity is important. Twitter data was used to find the places that people in NYC visited regularly for one month before and one month after Hurricane Sandy. Subsequently, using different methods, the pre- and post-disaster mobility patterns of these individuals were characterized. The results show that after the disaster, individuals had a higher chance of maintaining their pre-disaster mobility patterns if they were living in and/or visiting areas with high transportation diversity. Based on these findings, we confirmed the influence of transportation diversity on post-disaster mobility. In addition, the transportation infrastructure should provide equitable service to all individuals, during normal operations and extreme events. One of the ways to determine this equality is equity of access to transportation modes. Hence, transportation diversity was used as an indicator for equity of access to transportation modes to overcome the limitations of current methods like catchment area approaches. NYC zip codes were grouped based on their transportation diversity and a set of important socioeconomic and transport related factors were compared among these groups. The comparison of socioeconomic and transport related factors in zip codes showed that the zip codes with lower transportation diversity are also more socioeconomically deprived. This highlights the likely influence of transportation diversity on social exclusion. Further consideration of the impacts of Hurricanes Irene and Sandy in NYC shows that people in areas with a lower transportation diversity were affected more and the transport inequity in these areas made it difficult to cope with these disasters and caused post-disaster social exclusion. Therefore, enhancing transportation diversity should support transport equity and reduce social exclusion under normal situations and during extreme events. The investigations conducted highlight the importance of the provision and distribution of all transportation modes, their influence on mobility during normal situations and extreme events and their contribution toward mitigating social exclusion. Finally, the collective results suggest that transportation diversity can contribute to more targeted and equitable transportation and community resilience planning, which should help decision-makers allocate scarce resources more effectively.
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Crocker, John Timothy. "Organizational Arrangements for the Provision of Cross-Boundary Transport Infrastructure and Services." Diss., Georgia Institute of Technology, 2007. http://hdl.handle.net/1853/14648.
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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.
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Carstens, Kevin Reid. "Enhancing Capacity and Managing Demand to Increase Short-Term Throughput on the San Francisco-Oakland Bay Bridge." DigitalCommons@CalPoly, 2016. https://digitalcommons.calpoly.edu/theses/1674.
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While there are many proposals for fixing congestion between San Francisco and Oakland in California by adding a new bridge or tube, these solutions will take decades to implement even though a solution is needed now. This thesis assesses sixteen different strategies for reducing congestion in the short-term in the four categories of improving transit, promoting carpooling, implementing intelligent transportation systems practices, and incentivizing alternatives to using the Bay Bridge. Top priorities include HOV improvements on the West Grand Avenue and Powell Street onramps, altering WestCAT Lynx and BART transit services, partnering with rideshare apps to increase transit station accessibility (last mile problem), partnering with vanpool/minibus apps, promoting carpooling and implementing a citizen report system for carpool violators, shifting corporate cultures away from requiring employees to drive and drive alone, and lastly, altering land-use planning practices. To reach this conclusion, an inventory of current proposals and relevant research was compiled. Ridership and capacity data for the various modes of transportation across the bay were assessed for shortfalls and opportunities. Through this research and its resultant conclusions, focus can be placed on the best strategies to pursue in the near-term, while the Bay Area waits on a second bridge or tube in the long-term.
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Wall, Thomas A. "A risk-based assessment tool to prioritize roadway culvert assets for climate change adaptation planning." Diss., Georgia Institute of Technology, 2013. http://hdl.handle.net/1853/50393.
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There is growing concern in the United States and abroad that changes in climate may have serious adverse impacts on communities and their civil infrastructure systems. In response, governments and agencies have begun to investigate adaptation: actions taken to reduce the vulnerability or increase the resiliency of natural and human systems in light of expected climate change. In the transportation sector, adaptation planning has predominantly pursued risk-based strategies that seek to identify climate impacts, and assess infrastructure vulnerabilities across multiple asset types, in network-level planning. However, given the complexity of the myriad asset types of which engineered civil infrastructure systems are composed, these frameworks may not adequately address the unique concerns of these various individual asset types.
This research develops a risk-based framework to assess and prioritize at a network-level the risks of highway culvert assets to the projected impacts of climate change, specifically focusing on increases in extreme precipitation, and the associated potential for flooding. The framework is applied in a series of case studies using culvert management data provided by four state DOTs, and national climate change projection and infrastructure datasets. The framework developed proposes a new characterization of infrastructure climate change risk, based upon the catastrophe model, to address the need for qualitative approaches to risk given the uncertain nature of climate change, and the sometimes sparse inventory and attribute data for various assets. This characterization proposes three “dimensions” of infrastructure climate risk (climate change impact exposure, asset climate impact vulnerability, and asset criticality) to assign culvert asset priorities. The research develops a method to project the geospatial extent and changes in magnitude of extreme precipitation events; it also develops two measures of culvert vulnerability to increased flow conditions based upon data collected in general culvert management activities.
This research demonstrates that existing data sources can be reasonably combined in an analytical assessment framework to identify climate change impact risks to highway culvert assets, providing an additional resource to the existing climate change adaptation planning and risk management toolkit in the transportation infrastructure sector, and also laying a foundation for further refinement of these methods. The results of this research demonstrate that existing climate change projection data, when used alongside culvert inventory and attribute data, provides a reasonable means by which to analyze the projected exposure of culvert assets to climate change impacts. This research also demonstrates that existing culvert management data provides a reasonable foundation upon which to assess the relative vulnerability of culverts to increased flow conditions, although additional research is necessary to develop these methods. The structure of the proposed framework provides a viable means by which quantitative climate change projections, asset vulnerability, and asset criticality data can be combined in a mixed-methods approach to qualitatively characterize climate change impact risks to highway culvert assets despite uncertainty in climate change projections and other inputs.
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O'Har, John Patrick. "Transportation asset management systems: a risk-oriented decision making approach to bridge investment." Thesis, Georgia Institute of Technology, 2011. http://hdl.handle.net/1853/41231.
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Transportation Asset Management (TAM) systems are in use at a significant number of transportation agencies. These systems can be used to effectively allocate resources and continuously inventory and monitor the condition of transportation infrastructure assets. Risk-oriented decision making is becoming an increasingly important component of the management process at many organizations, including transportation agencies. TAM systems can be used to incorporate risk assessment and risk management techniques at transportation agencies.
To demonstrate the value of incorporating risk in TAM systems, an examination of the literature was performed, and a case study was conducted. This case study incorporated risk in bridge project prioritization through the utilization of data from the National Bridge Inventory (NBI), and application of Multi Attribute Decision Making (MADM) concepts to address uncertainty and prioritize selected bridges in the state of Georgia.
The case study examines the impacts of data aggregation and disaggregation, and the incorporation of uncertainty on bridge project prioritization. Results of this analysis show that when available, disaggregate data on bridge condition should be used. In addition, uncertainty, in terms of performance risk, should be incorporated when past bridge condition data is available. Furthermore, decision-maker input is an important component of the Multi Attribute Utility Theory (MAUT) prioritization methodology used in this analysis. Decision-makers determine the relative importance of certain attributes, which is one of the strengths of this type of prioritization effort.
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Jan, Yaseen. "Drivers' Perception of Saher Traffic Monitoring System in Jeddah, Saudi Arabia." TopSCHOLAR®, 2014. http://digitalcommons.wku.edu/theses/1438.
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This study examined the drivers' perception of the SAHER (means "watchful" in Arabic) system in Jeddah, Saudi Arabia. The purpose of this study was to analyze the perception of the SAHER system on impacting the overall traffic conditions in Jeddah, Saudi Arabia including its effectiveness and flaws. A survey was conducted and distributed to 70 drivers and residents of Jeddah. Drivers were divided into two groups based on their age. Five hypotheses were tested in this study. Hypotheses one through four were tested using the averages of related questions. Hypothesis five was tested statistically using a z-test for differences between the means. The overall conclusion of drivers' perception of SAHER on increasing road safety and reducing loss of life was generally positive. The conclusion for hypothesis 1, 2, and 3 was positive. The conclusion for hypothesis four was inconclusive. The conclusion for hypothesis five was retained to the null hypothesis with a 95% confidence level. A key recommendation from the study is that to measure the overall effectiveness of the system it will be prudent to observe how the system is perceived in other major cities of Saudi Arabia apart from Jeddah.
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Deeg, Lohren R. "Prepare the winding path : examining the reuse potential of abandoned industrial infrastructure in community health, housing, transportation, recreation, and tourism." Virtual Press, 2004. http://liblink.bsu.edu/uhtbin/catkey/1292546.
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This study examines the reuse potential of industrial land and infrastructure left abandoned or otherwise underutilized. The goal of this study is to open discussion and dialogue into such cases in North American cities that currently are liabilities and offer guidelines and methods for approaching preservation and reuse of such properties in a manner that contributes to community health, safety and welfare while maintaining historical character and significance.Abandoned or underutilized industrial land and infrastructure often pose significant environmental, safety, and land-use liability issues for municipalities. The application of creative reuse ideas centered on the notion of preserving industrial character, while creating new housing and recreation options for citizens is a major opportunity for communities struggling to cope with the negative aspects of these properties.The design project portion of this study was performed as part of an `ideas competition' conducted in 2003 by the `Friends of The High Line,' a not-for-profit organization dedicated to preserving a 1.5 mile stretch of abandoned, elevated rail bed in the Chelsea neighborhood of Manhattan Borough, New York City.Department of Architecture
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Nuñez, Javier Yesid Mahecha. "Cyclists\' physiological stress and network planning and evaluation." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-04122018-151933/.
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Transportation planners need to assess users\' stress conditions on cycling infrastructures given that highly stressful situations can discourage the use of this sustainable transport mode. Not many studies have addressed the relationships between these environmental factors and users\' emotional responses in terms of objective measures of stress. The aim of this study is to explore a new approach for planning and evaluating cycling infrastructure, based on smart sensors. This new approach focuses on the perspective of monitoring parameters intrinsic to the user, such as emotions. In this perspective, the indicators of stress levels are made from directly measuring cyclists\' physiological responses throughout the journey. This approach makes use of technological resources to extract information from users through sensors and imparts this information in an integrated way to improve infrastructures for cyclists. The data were collected using stress and noise sensors, accelerometers embedded in a smartphone and a GPS. Initially, the problem is posed and we discuss how the design and evaluation of cycle paths has been addressed in the literature. The proposed approach identifies the most relevant contributions and research gaps, such as the lack of research based on objective criteria and research that involves designing and evaluating infrastructure scenarios shared with motor vehicles. In the sequence, an objective method for assessing bicycle infrastructures combining environmental assessment with vertical acceleration measurements was proposed in order to improving data collection and other procedures required for assessing the main components of cycling infrastructures. Subsequently, a tool to characterize traffic stress of cycling routes, called the Level of Traffic Stress (LTS), was validated with physiological measures in the urban context of a mediumsized Brazilian city. It was observed that there is no correlation and little agreement between the parameters. It is also emphasized that even when incorporating information about the traffic speed to the LTS tool, it was not significantly related to stress from the perspective of the cyclist. In the final analysis the influence of noise, vibration, cycle paths and period of day on stress experienced by cyclists was investigated. An analysis of the p-values and odds ratio confidence intervals shows, with a 95% confidence level, that only the period of the day influenced stress, as confirmed by the data. In this case, the chances of having stress increased by 24% in the afternoon rush hour compared to the morning rush hour. This study showed the feasibility of stress assessment in cyclists using an objective measurement method, as well as quick identification of critical levels of stress.Os planejadores de transporte precisam avaliar as condições de estresse dos usuários em infraestruturas cicloviárias, uma vez que situações de alto estresse podem desencorajar o uso deste modo de transporte sustentável. Poucas pesquisas têm questionado se existe alguma relação entre esses fatores ambientais e a resposta emocional em termos de medidas objetivas do estresse. O objetivo deste trabalho é explorar a incorporação de sensores inteligentes no planejamento e avaliação da infraestrutura cicloviária. Essa nova abordagem é focada na perspectiva de monitorar parâmetros intrínsecos ao usuário, como as emoções. Nesta perspectiva, os indicadores dos níveis de estresse são feitos a partir da medição direta de respostas fisiológicas em ciclistas ao longo do percurso. Essa abordagem aproveita os recursos tecnológicos para extrair informações dos usuários e permitir o uso dessas informações de forma integrada para melhorar a infraestrutura dos ciclistas. Os dados foram coletados por meio de sensores de estresse, de ruído e acelerômetros incorporados a um smartphone e GPS. Inicialmente é apresentado o problema e como o projeto e avaliação das ciclovias tem sido abordada na literatura. A abordagem proposta permitiu identificar as contribuições mais relevantes e as lacunas de pesquisa, tais como, a falta de pesquisas baseadas em critérios de objetivos e a falta de pesquisas que envolvam o desenho e a avaliação de cenários de infraestrutura compartilhados com veículos automotores. Em seguida foi proposto um método objetivo de avaliação de infraestruturas cicloviárias, combinando a avaliação ambiental com medições de aceleração vertical, a fim de melhorar a coleta de dados e outros procedimentos necessários para avaliar os principais componentes das infraestruturas cicloviárias. Na sequência uma ferramenta para caracterizar o estresse de tráfego de ciclovias, denominada Level of Traffic Stress (LTS), foi validada com medidas fisiológicas no contexto urbano de uma cidade brasileira de porte médio. Observou-se que não há correlação e há pouca concordância entre esses parâmetros. Ressalta-se ainda que, mesmo ao incorporar informações de velocidade de tráfego à ferramenta LTS, não foi significativamente relacionado com estresse medido sob a perspectiva do ciclista. Por fim, foi investigada a influência do ruído, vibração, presencia ou ausência de ciclovias e período do dia no estresse experimentado pelos ciclistas. Uma análise dos valores de p e dos intervalos de confiança das razões de chances mostraram, com um nível de confiança de 95%, que apenas o período do dia influenciou o estresse. Neste caso, as chances de ter estresse aumentaram em 24% na hora pico da tarde em comparação com a hora pico da manhã. Este estudo mostrou a viabilidade da avaliação do estresse em ciclistas por meio de um método de medida objetiva além da rápida identificação dos níveis críticos de estresse.
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BACHMAN, MARY PATRICIA. "THE CAUSES FOR DELAY IN PLAN IMPLEMENTATION: A CASE STUDY OF THE MICHAEL A FOX REGIONAL HIGHWAY." University of Cincinnati / OhioLINK, 2001. http://rave.ohiolink.edu/etdc/view?acc_num=ucin991158589.
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Trindade, Giovani Pontes. "Avaliação estratégica dos corredores de exportação da soja cultivada no estado do Mato Grosso." Universidade de São Paulo, 2014. http://www.teses.usp.br/teses/disponiveis/3/3135/tde-22052015-145543/.
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Uma das principais razões para a falta de competitividade dos produtores de soja da região centro-oeste do Brasil é o custo de transporte da fazenda até o porto de destino para exportação, o que ocorre em função do desbalanceamento da matriz de transporte brasileira. Tendo por objetivo demonstrar as vantagens do modal hidroviário para o transporte de commodities agrícolas por longas distâncias, este trabalho de pesquisa propõe o uso da análise de decisão multicritérios para fazer a avaliação estratégica de sete corredores de exportação da soja cultivada no estado do Mato Grosso, de acordo com quatro objetivos fundamentais: Impacto Social; Impacto Ambiental; Impacto Econômico; Custos de Manutenção da Via. Um caso hipotético demonstra a aplicação do modelo MCDA.One of the main reasons for the Brazilian soybean producers lack of competitiveness is the cost of transportation from the farm to the export Ports, due to the country´s unbalanced transport matrix. Trying to show the advantages of water transportation to transport commodities for long distances, this research proposes the use of multi-criteria decision analysis to support the strategic evaluation of seven freight transportation corridors used to export the soybean produced in the state of Mato Grosso, according to four fundamental objectives: Social Impacts, Environmental Impacts, Economic Impacts and Investment Costs. A hypothetical case demonstrates the application of the MCDA model.
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Nico, Anna Paula Flaquer. "O desenho urbano pautado pela infra-estrutura urbana." Universidade de São Paulo, 2010. http://www.teses.usp.br/teses/disponiveis/16/16138/tde-16032011-150800/.
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As cidades superaram o campo. Motivo de celebração, afinal as cidades são e continuam sendo a expressão mais complexa da humanidade. Nunca acabadas, nunca definitivas, as cidades são a manifestação física de história e cultura, centros de crescimento econômico, inovação e talento. No entanto, o que se vê é um crescimento desenfreado de assentamentos precários e aumento da pobreza urbana. Como irão viver os mais de um bilhão de residentes urbanos estimados para os próximos 15 anos? É a crença deste trabalho que as infra-estruturas urbanas têm papel fundamental na regulação e no desenho do território, já que criam novas oportunidades de desenvolvimento urbano e interferem diretamente no ambiente construído e natural.Cities have outgrown the coutryside. This could be celebrated, since cities were and still are mankinds richest expression. Never finished, never definitive, cities present history and culture in their most physical aspects, true centers of economic growth, innovation and talent. Sadly, what we see in our cities is an uncontrolled growth of precarious settlements and the increase of urban poverty. How will an estimated urban population of over a billion people live in the next 15 years? This dissertation believes that urban infrastructures have a pivotal role in regulating and designing territory, for they create new opportunities of urban development and they can interfere both on constructed and natural environments.
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Pereira, Juliana Regina Salles. "O transporte público como agente do crescimento e da estruturação urbana: análise dos planos PITU 2020 e PITU 2025." Universidade de São Paulo, 2013. http://www.teses.usp.br/teses/disponiveis/16/16133/tde-15052013-132415/.
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A infraestrutura de transportes teve papel fundamental no crescimento urbano de São Paulo, determinando sua ocupação urbana e seus eixos de expansão. O presente trabalho parte de um embasamento histórico que aborda o início do desenvolvimento urbano de São Paulo, com a implantação de ferrovias e bondes em meados do século 19 e início do século 20, e a estruturação e intenso crescimento urbano da cidade com a ascensão do ônibus e do automóvel, principalmente a partir dos anos 1950 e 1960. Esta disputa entre modais é um dos fatores que colaborou para a atual crise de mobilidade na cidade, e é também tema recorrente nas iniciativas do planejamento urbano e de transportes realizadas a partir dos anos 2000, como os planos PITU 2020 e PITU 2025. A análise destes planos tem como objetivo resgatar a importância do sistema sobre trilhos para o desenvolvimento conjunto da Região Metropolitana de São Paulo, e analisar a articulação entre as políticas públicas de uso e ocupação do solo e o planejamento de transporte.Transport infrastructure played a key role in the urban growth of São Paulo, determining its urban occupation and its expansion axes. This work starts with a historical foundation that approaches the early history of urban development of São Paulo, with the introduction of railroads and trams in the mid-19th century and early 20th century, and the structuring and intense urban growth of the city with the rise of the automobile and bus transportation mainly from the 1950s and 1960s. This dispute between transportation modes is one of the factors that contributed to the current mobility crisis in the city, and is also a recurring theme in the initiatives of the urban and transportation planning performed from the years 2000 as in the PITU 2020 and PITU 2025 plans. The analysis of these plans aims to restore the importance of the rail system for the joint development of the Metropolitan Region of São Paulo, and analyze the relation between land use public policy and transport planning.
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Fabiano, Maria Lucia Alves. "Uma análise dos impactos socioeconômicos e ambientais do Rodoanel Mário Covas em São Paulo numa visão sobre a evolução do planejamento em infraestrutura de transportes." Pontifícia Universidade Católica de São Paulo, 2014. https://tede2.pucsp.br/handle/handle/9230.
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The purpose of this work is to study the ring Beltway, analyzing the project as a tool for sustainable development in the RMSP, identifying its limits and contradictions and its importance and magnitude as investment in road transport, at a time when the country is facing bottlenecks in infrastructure, as well as proximity to a major event in the city that is the World Cup in 2014. In this context, the discussion comes to light on the serious problem of transport infrastructure in the region and in Brazil, the concern of immobility in large urban centers, plus the need for a more effective and sustainable urban planning. In addition, the Rodoanel, appears as a road project, full of controversial issues, the socioeconomic and environmental context, requiring large amount of financial resources, in addition to conflicts of interest and uncertainty about the real benefits of the project
O intuito deste trabalho é estudar o anel viário Rodoanel, analisando o projeto como instrumento de desenvolvimento sustentável para a RMSP, identificando seus limites e contradições e sua importância e magnitude como investimento em transporte viário, num momento em que o país enfrenta gargalos em infraestrutura, além da proximidade de um grande evento na cidade que é a Copa do Mundo em 2014. Neste contexto, vem à luz a discussão sobre o grave problema de infraestrutura de transporte na região e no Brasil, a preocupação da imobilidade nos grandes centros urbanos, além da necessidade de um planejamento urbano mais eficaz e sustentável. Dessa maneira, o Rodoanel, se apresenta como um projeto rodoviário, repleto de questões polêmicas, no âmbito socioeconômico e ambiental, com necessidade de grande aporte de recursos financeiros, além dos conflitos de interesses e incertezas quanto aos verdadeiros benefícios do projeto
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Strauss, Donald Parker. "Ridazz, Wrenches, and Wonks: A Revolution on Two Wheels Rolls Into Los Angeles." Antioch University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=antioch1426626665.
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Santos, Isabel Morim. "Sistema viário estrutural de São Paulo e suas estratégias urbanísticas: planos, projetos e intervenções, 1930 a 2002." Universidade de São Paulo, 2014. http://www.teses.usp.br/teses/disponiveis/102/102132/tde-30102014-170049/.
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O sistema de transporte tem importante papel para a dinâmica de uma cidade. Em São Paulo a partir do século XX o sistema viário passa a ser o principal elemento estruturador da cidade. Além de servir para o transporte urbano, este sistema serviu como base para a expansão urbana de São Paulo. No presente trabalho foi feita a análise do sistema viário estrutural paulistano. Foram analisados os planos urbanos entre 1930 a 2002 examinando suas propostas urbanas e suas diretrizes para o sistema viário. O Plano de Avenidas (1930) do engenheiro-urbanista Prestes Maia foi o primeiro plano de conjunto a estabelecer diretrizes para o sistema viário, englobando estas duas funções do sistema viário. O sistema viário radio-perimetral proposto neste plano repercutiu amplamente nas intervenções ao longo de todo o século XX. O conceito radioconcêntrico foi retomado em planos seguintes, mas houve uma tentativa de quebras deste paradigma no Plano Urbanístico Básico (1968) e Plano Diretor de Desenvolvimento Integrado (1971). Estes planos apresentaram o conceito de malha de vias expressas, um sistema totalmente independente do sistema viário existente, o qual diluiria o caráter mononuclear da metrópole. Dado as difíceis condições econômicas do período, o modelo não foi pra frente. Os planos seguintes priorizaram o transporte coletivo e para o sistema viário, retomaram o modelo radioconcêntrico. A partir da década de 1980, outro elemento passa a marcar o sistema viário paulistano: as avenidas de fundo de vale. Dada a falta de recursos para intervenções viárias, amparando-se no Plano Nacional de Saneamento, foram implantadas várias avenidas ao longo da canalização de corpos d´água. Também a partir da década de 1980 observa-se uma maior difusão das intervenções viárias. Antes concentradas na região central e o vetor sudoeste, neste período há uma ampliação na área de intervenção (sentido Norte e Leste). A descentralização destas intervenções viárias contribuiu para o desenvolvimento de centros locais dissociados ao núcleo central, o que havia sido proposto como estratégia urbanística para São Paulo desde 1958 com a publicação do estudo da SAGMACS. Desde a divulgação deste estudo, a descentralização urbana passou a ser integrar todos os planos urbanos propostos para a cidade com diferentes medidas estratégicas: desde o desenvolvimento de centros locais, até a descentralização política. Apesar disso, até o final do período estudado, continua a haver uma concentração de investimentos para obras de grande porte na região central e sudoeste. Segundo Villaça, em São Paulo as classes mais altas tendem a se concentrar no quadrante sudoeste do município, região a qual também se concentraram os investimentos públicos. Ainda segundo Villaça, uma vez que não obrigatoriedade de aplicação das diretrizes presentes no plano diretor, ele tem pouco servido para o equacionamento dos problemas urbanos e, na verdade, tem permitido a perpetuação de ações não igualitárias sobre o território urbano.The transportation system plays an important role in the dynamics of a city. Since the beginning of the twentieth century, São Paulo´s road system has become the main structural element of the city. Besides serving for transportation, this system serves an important role for the urban growth of São Paulo. In this work São Paulo´s structural road system will be analyzed. It studies the city´s urban plans between 1930 to 2002 and examines proposals for urban planning and the guidelines for the road system. The Plano de Avenidas (1930) was the first urban plan to establish guidelines for the road system that assumed it´s importance as a growth structure as well as its function as mode of transportation. The radial-perimetral road system proposed in this plan resonated widely in the interventions in the system throughout the twentieth century. The Radioconcêntrico concept was taken up on later plans, although there was attempts to break this paradigm in Plano Urbanístico Básico (1968) and Plano Diretor de Desenvolvimento Integrado (1971). These plans presented the concept of expressways in form of a grid, a fully independent system from the existing road system, which would undo the heavy mononuclear aspect of the metropolis. Given the difficult economic conditions of the period, this new road system model did not go forward. The following plans prioritized public transport and the road system resumed to the radioconcêntrico model. Since the 1980s, another category of intervention marks the road system of São Paulo: the avenidas de fundo de vale. Given the lack of resources for interventions in the road system, several avenues were opened along canalized by use of the resources of a national sanitation plan (Plano Nacional de Saneamento). Also since the 1980s the road interventions had become more spread out then before. Until then a majority of the big road related intervention had concentrated in central and southwest quadrant. The decentralization of these roads interventions contributed to the development of local centers dissociated with historical city center. This descentralization had been proposed as a urban strategy for São Paulo since 1958 with the publication of the SAGMACS study. After the release of this study, urban decentralization became an important proposal in the urban plans for São Paulo. The descentralization strategies went from the development of local centers, to political decentralization. Nevertheless, by the end of the period analyzed in this study, there remains to be a concentration of in the central and southwest regions. According to Villaça, in São Paulo the upper classes tend to be concentrated in the southwest quadrant of the city, a region which also concentrated public investments. Also according to Villaça, since there is no mandatory application of the guidelines present in the master plan, this mechanism has not attended its purpose: the resolution of urban problems. It in fact, has allowed the perpetuation of non- egalitarian actions on the urban territory.
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Punase, Shubha. "Utilizing Multiple Data Sources In The Preparation Of A Vision Zero Plan For The City Of Alexandria: Investigating The Relationship Between Transportation Infrastructure, Socio- Economic Characteristics, And Crash Outcomes In The City." Thesis, Virginia Tech, 2016. http://hdl.handle.net/10919/78329.
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“Vision Zero,” first adopted by Sweden in 1997, is a road safety policy that aims to achieve a transportation system having zero fatalities or serious injuries for all modes of transportation. It takes a proactive approach to road safety system by identifying risk and taking steps to prevent injuries. Historically, traffic related crashes have disproportionately impacted vulnerable communities and system users including people of color, low income individuals, seniors, children, and pedestrians, bicyclists, and
transit users (who typically walk to and from public transport). These inequities are addressed in the Vision Zero framework by prioritizing interventions in areas that need safety improvements the most.
In 2016, the Alexandria City Council voted unanimously to develop a “Vision Zero” policy and program as a part of its updated transportation master plan. It required an initial equity analysis to assess the impact of traffic crashes on the traditionally underserved communities / groups (groups from at least one of these categories: low-income; minority; elderly; children; limited English proficiency; persons with disabilities; and/or pedestrians/ bicyclists/ transit users). This study combines three different methods to investigate the equity issues regarding traffic safety: 1) descriptive analysis of the spatial pattern of crashes and their relationship with the demographic profiles of neighborhoods at census block group level (for 2010-2014 period); 2) descriptive analysis of the crash trends in Alexandria; and 3) exploratory regression analyses for two different units of analysis (an aggregate regression analysis of crashes at census block group, and a disaggregate regression analysis of the individual level crash reports of traffic crashes). The analysis found that the elderly, school aged children, rail/subway users, and pedestrians had a higher risk of fatalities and severe injuries in traffic crashes. Higher job densities, alcohol impairment, and speeding were significantly related to higher KSI, whereas, smaller block sizes (higher number of street segments per sq. mile area of census block group), higher housing density, and use of safety equipment were related to lower KSI.Master of Urban and Regional Planning
“Vision Zero,” first adopted by Sweden in 1997, is a road safety policy that aims to achieve a transportation system having zero fatalities or serious injuries for all modes of transportation. It takes a proactive approach to road safety system by identifying risk and taking steps to prevent injuries. Historically, traffic related crashes have disproportionately impacted vulnerable communities and system users including people of color, low income individuals, seniors, children, and pedestrians, bicyclists, and transit users (who typically walk to and from public transport). These inequities are addressed in the Vision Zero framework by prioritizing interventions in areas that need safety improvements the most. In 2016, the Alexandria City Council voted unanimously to develop a “Vision Zero” policy and program as a part of its updated transportation master plan. It required an initial equity analysis to assess the impact of traffic crashes on the traditionally underserved communities / groups (groups from at least one of these categories: low-income; minority; elderly; children; limited English proficiency; persons with disabilities; and/or pedestrians/ bicyclists/ transit users). This study combines three different methods to investigate the equity issues regarding traffic safety: 1) descriptive analysis of the spatial pattern of crashes and their relationship with the demographic profiles of neighborhoods at census block group level (for 2010-2014 period); 2) descriptive analysis of the crash trends in Alexandria; and 3) exploratory regression analyses for two different units of analysis (an aggregate regression analysis of crashes at census block group, and a disaggregate regression analysis of the individual level crash reports of traffic crashes). The analysis found that the elderly, school aged children, rail/subway users, and pedestrians had a higher risk of fatalities and severe injuries in traffic crashes. Higher job densities, alcohol impairment, and speeding were significantly related to higher KSI, whereas, smaller block sizes (higher number of street segments per sq. mile area of census block group), higher housing density, and use of safety equipment were related to lower KSI.
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Junod, Martha-Anne N. "Risks, Attitudes, and Discourses in Hydrocarbon Transportation Communities: Oil by Rail and the United States’ Shale Energy Revolution." The Ohio State University, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=osu1595345780677671.
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Silva, Rafael Cardoso da. "Entraves e soluções para o investimento em infraestrutura de transportes no Brasil : caso da Ferrovia Norte-Sul e de Integração Oeste-Leste." reponame:Repositório Institucional da UFABC, 2016.
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Orientador: Prof. Dr. Giorgio Romano SchutteDissertação (mestrado) - Universidade Federal do ABC, Programa de Pós-Graduação em Ciências Humanas e Sociais, 2016.
Este trabalho tem por objetivo analisar os entraves e soluções ao investimento em infraestrutura de transportes no Brasil. Com a retomada do papel de investidor pelo Estado no governo Luiz Inácio Lula da Silva (2003-2010), surgiram problemas que impediram a realização plena dos investimentos previstos pelo Programa de Aceleração do Crescimento (PAC), como atrasos, baixa qualidade de projetos e da regulação, dificultando o esforço do Estado em prover infraestrutura de qualidade, mesmo quando providencia o financiamento. Procura-se entender a natureza de tais entraves para alcançar soluções que potencializem o escasso investimento em infraestrutura. O trabalho se dá com uma apresentação teórica e conceitual de infraestrutura econômica, indo para sua relação com o desenvolvimento econômico e sua evolução na história econômica do país, evidenciando suas diversas formas de financiamento, gerenciamento e planejamento, conforme os diferentes governos. São utilizados dois casos de investimentos do PAC para representação da ocorrência dos entraves. Utiliza-se majoritariamente a abordagem heterodoxa da economia para a análise, além de revisão bibliográfica pertinente ao tema. A pesquisa conclui que os principais problemas com o investimento é a falta de qualidade no planejamento que antecede às obras, especialmente na escolha de projetos e na gestão de recursos, prazos e mão de obra, resultando em menor capacidade de lidar com riscos e imprevistos que surgem no decorrer das obras. Grande parte da solução dos problemas são readequações de medidas já previstas pela administração, com poucas medidas de grande vulto. Portanto, conclui-se que o investimento em infraestrutura no brasil tem grande poder de potencializar o desenvolvimento econômico do país, pois por estar obsoleta, a mesma impõe-se atualmente como gargalo para o crescimento. Dito isso, constata-se também que há grande margem para ganhos de eficiência no investimento uma vez que seus entraves podem ser resolvidos com medidas de planejamento que não necessitam de grandes reformas para serem postas em prática.
This work has the objective of analyze the hindrances and solutions to the investment in transport infrastructure in Brazil. With the resumption of the role of investor by the State during the government of Luiz Inacio Lula da Silva (2003-2010) several problems arise preventing that the full realization of the investments foreseen by the Programa de Aceleração do Crescimento (Growth Acceleration Program) were achieved. Delays, low quality of projects and additional costs are examples of these hindrances, which make more difficult the efforts of the State to providing high quality infrastructure, even when it has resources to do it. From this arises the need for understanding of such hindrances in order to find solutions that may increase the efficiency of the scarce investment. The work begins with a theoretical and conceptual presentation of the economic infrastructure, then going to its relation with the economic development and its evolution over the economic history of the country. In sequence, it will be presented the mechanisms that were used by the Brazilian government to plan, manage and finance the infrastructure over the recent decades. Two cases of investment in transport infrastructure are used, showing how these hindrances to hamper the evolution of country's infrastructure, but also bringing the solutions which have been proposed to overcome such problems. It is used to build the analyses both the heterodox approach of economics and the specific bibliography pertinent to the subject. The research concludes that the main problems when performing infrastructure investment is the lack of quality in planning prior to the beginning of the works, especially in the choosing of engineering projects and in the management of resources, deadlines and labour, which results in less capacity to deal with risks and problems that happen during the implementation of the works. Great part of the solutions are readjustments of measures already foreseen by the processual ordainment, with few measures of great complexity. Thus, it can be inferred that the investment in infrastructure in Brazil has great power to enhance the economic development of the country, because for being obsolete, it currently imposes itself as bottleneck to the growth. That said, it could also be noted that there is great scope for efficiency gains in investment since its hindrances can be solved with planning measures that do not require major reforms to be implemented.
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Aljohani, Mona. "A Study of the Impact of Tourism on the Environment and Jeddah Citizen’s Perceptions toward Tourism in Jeddah, Saudi Arabia." DigitalCommons@Robert W. Woodruff Library, Atlanta University Center, 2018. http://digitalcommons.auctr.edu/cauetds/140.
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This study examined the impact of tourism on the environment and Jeddah citizens’ perceptions toward tourism in Jeddah, Saudi Arabia. The sample consisted of citizens who reside in the city of Jeddah. The variables analyzed included the following: cleanliness of the city, crowding, access to facilities, availability of water, and the quality of air and sea. An explanatory research design was utilized to generate the study, and purposive sampling was employed to gather the analysis. A total of 115 participants participated in the study. The study results suggested that cleanliness of the city, crowding, access to facilities, availability of water, and the quality of air and sea affect the perception of Jeddah citizens toward tourism. Particularly, both crowding and quality of air and sea were significant predictors of perceptions toward tourism.
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Longo, Marlon Rúbio. "Hub de mobilidade e projeto urbano: ações urbanísticas e infraestrutura de transporte na metrópole de São Paulo." Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/16/16136/tde-29102015-144649/.
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A pesquisa tem como objeto de análise os hubs de mobilidade, estações intermodais classificadas como os nós principais de uma rede de transporte público. Em função dos diversos modais articulados, são pontos privilegiados de acessibilidade e conectividade em escala local e metropolitana, superando a definição técnica e funcional exclusiva de equipamentos de transporte e posicionando-se como fortes indutores de transformações urbanas. O contexto de estudo é a metrópole de São Paulo, considerando suas problemáticas urbanas atuais e as alternativas planejadas para o sistema de transporte público. Procuramos debater as principais questões que envolvem a interação das redes de mobilidade e a urbanização na metrópole, incluindo temas como dispersão urbana, os desequilíbrios derivados da forma de expansão da área urbanizada e planos que pretendem vincular mobilidade, uso e ocupação do solo. Abordamos esses temas por meio da revisão bibliográfica, da análise de planos urbanísticos (Plano Diretor Estratégico de 2002 e 2014) e de mobilidade (Plano Integrado de Transportes Urbanos de 2020 e 2025), além de uma etapa propositiva, na qual identificamos e hierarquizamos os hubs de mobilidade da rede de alta e média capacidade planejada para São Paulo e, a partir deles, elegemos estudos de caso para o ensaio de suas áreas de influência. Elaboramos esta etapa, ademais, na tentativa de fornecer parâmetros para projeto urbano, sendo este definido, ao final, como ferramenta fundamental de atuação na realidade urbana contemporânea e de viabilização das propostas comprometidas com o adensamento urbano e a redução dos extensivos deslocamentos diários na metrópole.The subject of this study is the mobility hubs, intermodal stations classified as the main nodes of a public transportation network. Because of the variety of transportation modes that these points articulate, they are privileged areas of accessibility and connectivity in both local and metropolitan scale, overcoming the exclusive functional and technical definition as transportation equipment and being considered powerful inductors of urban transformations. The study context is the São Paulo metropolitan area, involving its current urban issues and the alternatives planned for public transportation system. We seek to discuss key points related to the interaction between mobility networks and urbanization in the metropolis, including topics such as the urban sprawl, the instability derived from the expansion pattern of the urbanized area and plans that intends to link mobility and land use. We deal with these themes through literature review, the analysis of urban master plans (PDE 2002 and 2014) and the metropolitan mobility plans (PITU 2020 and 2025), as well as a purposeful step in which we identify and classify the mobility hubs in São Paulo planned transportation network. From this last level, we selected some case studies to investigate their influence areas. Furthermore, this step tries to provide parameters for urban design scale, which is defined at the end of the study, as an essential tool to work in the contemporary urban reality and to enable proposals compromised to the urban density intensification and the reduction of the
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Mello, Igoor Morro. "Fast charging stations placement and electric network connection methodology for electric taxis in urban zones." Ilha Solteira, 2018. http://hdl.handle.net/11449/155892.
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Orientador: Antonio Padilha FeltrinAbstract: In recent years, the use of electric vehicles in urban zones has been intensified. As a policy of increasing the penetration of electric vehicles and reducing air pollution, electric taxis have been introduced into transportation systems. They need special attention because of its different driving patterns. In contrast to private electric vehicles, which can be recharged for a long period, electric taxis need to recharge only for a short time due to their constant operation. Therefore, fast charging stations are required to meet the demand for recharging electric taxis and should be located at strategic places. In addition, an analysis must be performed to connect these stations in the electric network. To improve their allocation and connectivity, this work presents a methodology to help in decision making for installing fast charging stations, considering as criteria: locations with greater flow of electric taxis and low level of state of charge, the available physical space to carry out their recharge and cost functions for the connection of charging stations. The result of the proposal is a map with the location of fast charging stations and analysis of the lowest cost places for connection to the network. The methodology is tested in a medium-sized city in Brazil, showing the importance of this map and cost functions in decision making. The proposal is compared with another methodology, showing that the proposed method considers different criteria and creates a better s... (Complete abstract click electronic access below)
Resumo: Nos últimos anos, o uso dos veículos elétricos nas zonas urbanas tem se intensificado. Como política para o aumento na penetração de veículos elétricos e reduzir a poluição do ar, os táxis elétricos vem sendo introduzidos nos sistemas de transporte. Eles necessitam de atenção especial devido aos seus diferentes padrões de condução. Em contraste com os veículos elétricos privados, que podem ser recarregados por um longo período, táxis elétricos necessitam de recarga em um curto período de tempo devido a sua constante operação. Portanto, estações de recarga rápida são necessárias para receber a demanda de recarga dos táxis elétricos e devem estar localizadas em locais estratégicos. Além disso, uma análise deve ser realizada para a conexão destas estações com a rede elétrica. Para melhorar sua alocação e conectividade, este trabalho apresenta uma metodologia para auxiliar na tomada de decisão da instalação de estações de recarga rápida considerando como critérios: locais com maior fluxo de táxis elétricos e baixo nível de carga nas baterias, espaço físico disponível para realizar o carregamento e funções de custo para a conexão das estações de recarga. Os resultados da proposta são mapas com a localização das estações de recarga rápida e análise dos locais de menor custo para a conexão com a rede elétrica. A metodologia é testada em uma cidade de médio porte no Brasil, mostrando a importância dos mapas e funções de custo na tomada de decisão. A proposta é comparada com outras me... (Resumo completo, clicar acesso eletrônico abaixo)
Mestre
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Necessary, Mallory Suzanne. "Developing an infrastructure informed walkshed and bikeshed." Thesis, 2013. http://hdl.handle.net/2152/23643.
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In this thesis, an infrastructure informed index is developed for pedestrians and
bicyclists to relate the natural and built environment with its impact on perceived travel
distance and time. The objective is to develop an easy to use metric for use at all levels,
allowing transportation planners to make better informed decisions when planning or
redeveloping a city or area. Building off of similar research efforts, attributes are
determined and weighted to capture the characteristics of a link, then summed to create
the infrastructure informed index for pedestrians and bicyclists, respectively. These
indices are then visualized using ArcGIS mapping tools, creating a service area around
specific origin or destination points to see the effective area a pedestrian or bicyclist can
travel taking into account the effects of the infrastructure along the route.text
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Biermann, Sharon Merle. "An infrastructure potential cost model for integrated land use and infrastructure planning." Thesis, 1998. http://hdl.handle.net/10500/18092.
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The purpose of the bulk infrastructure potential cost model is to provide a tool for planners to ensure the incorporation of bulk infrastructure cost considerations into the early, land suitability assessment phase of the integrated development planning process. In practice, infrastructure planning has generally tended to follow land use planning with infrastructure costs seeming to play no role in the generation of land use strategies. The output of the model is in the form of potential cost maps which facilitates the relative comparison of infrastructure costs for different density scenarios. Bulk engineering services infrastructure relating to water, sanitation and electricity have been included in the model. The theoretical underpinning of the model is threshold analysis. There are three essential elements of the bulk infrastructure cost model: threshold, density and cost. The manner in which the three pillars are incorporated into the model is through capacity analysis. The density levels set, convert into the number of additional person units required, which in turn translate into infrastructure capacity demand. Existing infrastructure network and facility design capacities are compared with current utilisation of infrastructure in order to quantify the capacity supply situation. The comparison of capacity demand with capacity supply determines whether or not additional infrastructure is required. If infrastructure is required, the required infrastructure investment is calculated. The resulting relative costs are mapped and incorporated into a wider land suitability assessment model to identify suitable land for low income residential development. The models are contextualised as Spatial Planning Support Systems, supporting a specific planning problem, with a strong spatial component, incorporating a
multicriteria evaluation and cost model and being loosely-coupled with GIS. It is shown that although bulk infrastructure potential costs can be incorporated into the land suitability assessment process to enhance the land delivery decision making process, it is preferable to keep the cost analysis separate from the analysis of the more "softer" issues. Conclusion are made in relation to a number of key developmental issues: the sprawl/densification debate, land and housing policy issues, sustainability, integration, affordability and bulk services contribution rates.Geography
D. (Philosophy)
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"Urban Heat and Transportation: Human Exposure and Infrastructure." Doctoral diss., 2019. http://hdl.handle.net/2286/R.I.54857.
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abstract: Environmental heat is a growing concern in cities as a consequence of rapid urbanization and climate change, threatening human health and urban vitality. The transportation system is naturally embedded in the issue of urban heat and human heat exposure. Research has established how heat poses a threat to urban inhabitants and how urban infrastructure design can lead to increased urban heat. Yet there are gaps in understanding how urban communities accumulate heat exposure, and how significantly the urban transportation system influences or exacerbates the many issues of urban heat. This dissertation focuses on advancing the understanding of how modern urban transportation influences urban heat and human heat exposure through three research objectives: 1) Investigate how human activity results in different outdoor heat exposure; 2) Quantify the growth and extent of urban parking infrastructure; and 3) Model and analyze how pavements and vehicles contribute to urban heat.
In the urban US, traveling outdoors (e.g. biking or walking) is the most frequent activity to cause heat exposure during hot periods. However, outdoor travel durations are often very short, and other longer activities such as outdoor housework and recreation contribute more to cumulative urban heat exposure. In Phoenix, parking and roadway pavement infrastructure contributes significantly to the urban heat balance, especially during summer afternoons, and vehicles only contribute significantly in local areas with high density rush hour vehicle travel. Future development of urban areas (especially those with concerns of extreme heat) should focus on ensuring access and mobility for its inhabitants without sacrificing thermal comfort. This may require urban redesign of transportation systems to be less auto-centric, but without clear pathways to mitigating impacts of urban heat, it may be difficult to promote transitions to travel modes that inherently necessitate heat exposure. Transportation planners and engineers need to be cognizant of the pathways to increased urban heat and human heat exposure when planning and designing urban transportation systems.Dissertation/Thesis
Doctoral Dissertation Engineering 2019
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"Conflux: Infrastructure for a hyper-connected urbanism." Thesis, 2010. http://hdl.handle.net/1911/62071.
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The last decades, have seen Mexico's City's urban conditions change, from what many people believe to be a place of untapped possibilities to what now many refer to as a failed state. It's hyperdense conditions coupled with a government unable to control socioeconomic issues have created urban and social disruptions that manifest themselves as severing devices of its infrastructural networks, resulting in a segregated city, "decaying and its core", as crime, social gatherings, and vehicular traffic paralyzes the cities transportation infrastructure, disconnecting one of the largest most vibrant cities of the world.
This project explores and manipulates the correlation between the crowd, infrastructure and technology to mitigate these challenges by impacting the city in three scales [local, metropolitan, and virtual] through notions of interstitiality, fluidity and crowd surveillance.
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Joshi, Nilesh N. "Diversification methods for infrastructure systems optimization with application to risk-based transportation planning /." 2007. http://wwwlib.umi.com/dissertations/fullcit/3280028.
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Harris, A. J. "Development of a spatial sugarcane transport infrastructure-planning model." Thesis, 2008. http://hdl.handle.net/10413/555.
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Due to the significant cost of transport in the sugar industry, a model, named FastTrack, was developed to investigate infrastructure planning opportunities. The model mathematically incorporates road construction and maintenance costs, terrain and land-use maps, vehicle performance specifications and annual sugarcane volumes to determine the most cost effective route, per vehicle type, from a production region to a mill. Route planning using geographical information systems (GIS) is a standard approach for determining the optimum alignment for pipelines, roads and canals. Theory of this approach was reviewed to create a foundation for the development of FastTrack. A small portion of the Noodsberg sugar mill region in the KwaZulu-Natal midlands was selected as a case study area to test the capabilities of FastTrack. A start location was identified as a natural flow point for 70 000 tons of sugarcane hauled from an area south of the mill. Currently this volume is transported along a 9.3 km stretch of national road from the start location to the sugar mill, while the Euclidean distance is approximately 7 km. Three vehicle types, differing in payload, fuel consumption and road speed were assessed. Two common and currently utilised vehicles, the tractor hilo and interlink combinations, were aligned by FastTrack along existing national roads. A financial penalty for driving on national roads was assumed for the third vehicle type considered, land trains, as these are currently not permitted to operate on national roads in South Africa. This high bulk vehicle was selected to test the capabilities of FastTrack and to identify if cost savings could be realised through increased consignment capacity as has been achieved in Australia, Malawi and Brazil. Utilising the model a new and more direct theoretical route was generated for the land train with a length of 7.4 km. Existing farm roads which would require upgrading made up 34 % of this proposed route. An economic analysis was conducted and showed that under current conditions, the private route generated by FastTrack for land train use, would be the most cost effective, with a system cost of R 57.50 t" . The tractor hilo and interlink had system costs of R 59.58 t" and R 60.98 t"1 respectively. Repeating the economic analysis with projected fuel prices indentified that the cost saving advantage of the land train system over the other two vehicle configurations increases with increasing fuel costs. A rigorous validation process, including a sensitivity analysis of results from FastTrack, revealed that the model performs predictably under a wide range of input conditions and could be a valuable tool for decision making in the sugar industry. However, further research is required to combine more economic and logistical aspects into FastTrack and to increase its usability.Thesis (M.Sc.)-University of KwaZulu-Natal, Pietermaritzburg, 2008.
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King, Susan Irene. "Victoria, British Columbia : green road inner duct (VIC-G.R.I.D.) - planning for a modern transportation city." 2013. http://hdl.handle.net/10170/670.
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Rapidly growing outlying communities, exasperated congestion, complex traffic challenges - coupled with the role of vehicle carbon emissions in climate change - have led to the need for long-term sustainable transportation planning in the Greater Victoria of British Columbia region. Using an exploratory mixed methods approach that employed a literature review, an on-line survey, interviews and the partaking of a personal transportation journey, this study examined the views of Greater Victoria residents regarding the implementation of a Victoria - Green Road Inner Duct (VIC-G.R.I.D.) network of roads as a way to address regional sustainable transportation needs. The study showed positive support from the residents with an approval rating of 81%, and described barriers, motivators and concerns identified by the residents (i.e., potential increase in congestion, funding, and resistance to change). The study results will inform policy development and planning of publicly and politically acceptable transportation strategies in the Greater Victoria region.
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Phillips, Natasha Allyn. "Beyond current means : meeting public aviation demand in the border region in 2035." Thesis, 2010. http://hdl.handle.net/2152/22548.
Full textAbstract:
Although not often discussed in planning curriculum across the United States,
airports are a very significant part of the country’s transportation infrastructure. With so
much emphasis placed on ground transportation modes such as light rail, bus, and bike,
the impact of aviation on the transportation world gets lost in translation. This study
seeks to bring airport planning back into the conversation by analyzing population
projections, income, and industry and their affect on airport preparedness to meet
increasing population demands. By using population projections through 2035 for the
State of Texas, gross population and population growth rates were used to select counties
within Texas that may be most in need of airport planning considerations. Counties
along the Texas-Mexico border were analyzed in further detail for planning
considerations and preparedness based on their population growth rates. Hidalgo County’s McAllen-Miller International Airport (MFE) was found to be proactively
seeking changes to their airfield that matched recommendations based on their population
increase. However, the level of coordination with city or county level authorities is
lacking.text