Dissertations / Theses: 'Urban transportation Management'

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Barrett, Daniel J. "Intelligent Transportation Systems: Development of Transportation Information Management System for a Small Urban Community." Full text, Acrobat Reader required, 1998. http://viva.lib.virginia.edu/etd/theses/barrett98.pdf.

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Foucart, Renaud. "Essays in product diversity and urban transportation." Doctoral thesis, Universite Libre de Bruxelles, 2012. http://hdl.handle.net/2013/ULB-DIPOT:oai:dipot.ulb.ac.be:2013/209677.

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This dissertation is about games with a continuum of players and horizontal differentiation. The first chapter explains how price dispersion can be a feature of a competitive market with homogenous information and production costs. The second chapter extends the study to group consumption. The third chapter is about multiple equilibria in urban transportation.
Doctorat en Sciences économiques et de gestion
info:eu-repo/semantics/nonPublished

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Bernal, Renato, Edgar Sánchez, David Mauricio, and Carlos Raymundo. "Comprehensive management model for solid waste collection and transportation in Peruvian urban municipalities." Springer Verlag, 2020. http://hdl.handle.net/10757/656369.

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El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado.
Here in, comprehensive management model of municipal solid waste collection and transportation, “MIGRU,” is proposed, based on the Lean Six Sigma, VSM, and Servqual methods. This model considers and includes three important management systems for an efficient collection value chain: quality management, route management, and HR and community management. The proposed model was implemented and validated in the municipality of Lima, Peru, and the results showed that municipal costs were reduced up to 40%, solid waste was reduced in the streets, and routes and processes were updated and improved in addition to an improvement in the participation and environmental education of citizens. Thus, correct management of the proposed model’s three general approaches to a very positive municipal impact at economic and environmental levels, without the investment of excessive amounts of money observed in first-world countries.

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Lee, Ka-ho Carol. "Public transport transfer systems the policies and management of urban transport systems in Hong Kong /." Click to view the E-thesis via HKUTO, 2009. http://sunzi.lib.hku.hk/hkuto/record/B4293008X.

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Dunn, Nicholas (Nicholas S. ). "Analysis of urban air transportation operational constraints and customer value attributes." Thesis, Massachusetts Institute of Technology, 2018. http://hdl.handle.net/1721.1/117987.

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Thesis: M.B.A., Massachusetts Institute of Technology, Sloan School of Management, in conjunction with the Leaders for Global Operations Program at MIT, 2018.
Thesis: S.M., Massachusetts Institute of Technology, Department of Aeronautics and Astronautics, in conjunction with the Leaders for Global Operations Program at MIT, 2018.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 87-88).
Urban Air Mobility (UAM) is a concept that proposes to provide short-range transportation solutions that enable customers to travel point-to-point more quickly than they can today using cars or public transportation. The concept of Urban Air Mobility is not new, but there has been rapidly increasing interest in providing air transportation services within major metropolitan areas. The combination of increasing congestion and advancements in electric aircraft and automation makes the Urban Air Mobility market more attractive for vehicle manufactures and transportation companies. There are many potential applications for new aircraft. However, these applications cannot be based solely on what is technological feasible, but must consider the market, demand, and customer needs. This thesis investigates these factors in order to identify operational challenges that may develop during the implementation and operation of an Urban Air Mobility system. The study focuses on Dallas-Fort Worth to set the scope to one potential early adoption market. The objective is to understand the Dallas-Fort Worth environment better in two dimensions. The first is resident's current perceptions and values. The second is the operational challenges and constraints associated with operating a UAM system. In order to meet this objective, a survey of community members and potential early adopters is conducted to determine customer's perceptions of a UAM system and identify operational challenges that may develop based on customer needs. Next, a case study is completed using 10 reference missions in the Dallas-Fort Worth metropolitan area. The missions represented potential commuter trips, point-to-point trips like sporting events, and randomly generated missions. Through this case study, nineteen operational challenges are identified that may impact the development, implementation, and operation of an Urban Air Mobility system. After reviewing each reference mission, community acceptance of aircraft noise and take off and landing area availability were identified as the operational constraints likely to cause the greatest challenges for UAM operations in Dallas Fort Worth.
by Nicholas Dunn.
M.B.A.
S.M.

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Behrens, Roger. "Matching networks to needs : travel needs and the configuration and management of local movement networks in South African cities." Doctoral thesis, Faculty of Engineering and the Built Environment, 2002. http://hdl.handle.net/11427/30500.

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Motivated by disquiet that walking, as both a travel mode and as a segment of public transport trips, is not accommodated well in South African cities, this dissertation has two central aims. The first is to understand better the need for travel by non-motorised modes and within local areas. The second is to contribute to the improvement of local area movement network configuration and management practices. The research is primarily exploratory in nature and was conducted within a 'critical social science' paradigm-in which the research process was driven by a series of questions regarding the critical interrogation of these practices. It explores some of the implications for practice of a post-apartheid urban transport policy discourse that prioritises understanding travel need, managing road space, and accommodating public transport users and pedestrians. Reviews of literature, examination of codes of practice, and interviews with practitioners were conducted to trace the origins and nature of practices in the fields of travel analysis and local network planning and to investigate evidence of relationships between local network planning practices and improved local travel conditions. A household travel survey was administered in metropolitan Cape Town to gather data on travel behaviour across various income bands and in different residential locations. The survey employed an innovative activity-based method, with theoretical origins in time geography. With the use of computer-assisted personal interviewing technology, it involved members of 204 households recording their activity schedule over a 24-hour period. The data were analysed using conventional methods of filtered cross-tabulation, as well as time-space instruments. The research found, inter alia, that as a result of being routinely excluded or underestimated in past surveys, the importance of walking has not been fully understood. Walking would appear to be particularly important in satisfying the travel needs of middle-and low-income households, and walking distance findings would appear to refute assumptions regarding the introverted nature of pedestrian trips that underlie conventional local network configuration practices. In the light of these and other findings the dissertation argues for functionally 'fuzzy' local networks within which pedestrians and cyclists are accommodated on 'permeable' networks of footways, pathways, cycleways and shared roadways, while motor cars are accommodated on variously discontinuous roadway networks. The dissertation also argues for the strategic identification of local areas requiring priority attention, and the preparation of integrated local area plans incorporating co-ordinated and proactive pedestrian planning, bicycle planning and traffic calming.

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Alazawi, Z. "Transportation evacuation strategies based on vehicular disaster management system in urban network environment Zubaida." Thesis, University of Salford, 2015. http://usir.salford.ac.uk/34481/.

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The importance of emergency response systems have grown tremendously in the recent times due to the many manmade and natural disasters in recent years such as September 2001, July 2005 London bombings and the 2011 Japan earthquake and tsunami disaster. Disasters cost huge human, social and financial losses. For example, in Typhoon Haiyan, as of November 2013, the official death toll from Philippines‟s devastating storm has passed 10,000 people. In addition, based on early estimates, the reconstruction costs could come to as much as $20bn (£12.3bn). Conventional methods for disaster management have shown little prospects of realizing the true potential of current and emerging technologies. This PhD research aims to propose and evaluate a disaster management system based on the emerging ICT technologies with a focus on transportation in urban environments. This work is presented on an Intelligent Disaster Management System based on Vehicular Ad hoc Networks (VANETs) and Cloud Computing. Our research objective is to increase the safety and system efficiency, to reduce the accidents, congestion, and manage the emergencies and disasters. The effectiveness of the intelligent system has been demonstrated through modelling the impact of disaster on real city transport environments and compares it with the case where the intelligent proposed system was in place, and ability of generalizing the concept was increased through applying the proposed system on different cities. By applying our system, substantial benefits have been achieved in terms of improved and balanced traffic flow and smooth evacuation rates. Furthermore, a micro-simulation software model has been developed which employs the vehicular disaster management system in order to investigate the transportation evacuation strategies potential in reducing the human and economic losses. The particular contribution of my thesis is in the modelling and simulation of the traffic for disaster and evacuation scenarios. To this end, this project uses a range and mix of modelling and simulation technologies including macroscopic and microscopic simulation models; OmniTRANS and S-Paramics transport planning software. xix During the course of this PhD, disaster scenarios of varying scales involving 2-3 different cities of various sizes and characteristics have been modelled and analysed, thereby presenting a system which deliver advanced services in managing disasters which results in lower losses. Also, the Average Vehicle Occupancy impact on the evacuation process time has been investigated. Literally, it represents the higher number of car occupancy which means less number of trips required to the evacuation process. The results have shown that AVO contributes effectively in evacuation plans that are in place. Additionally, two different evacuation strategies have been applied and evaluated simultaneously and isolated. Subsequently, either continues the processes or perhaps there is a need to change the strategy where applicable and appropriate. In other words, after propagating the evacuation strategy, the traffic situation has been assessed and observed the effectiveness of the disaster management system on the network by comparing the performance of the proposed system against the traditional system. To sum up, the comparison between both scenarios shows the ability to secure more of vehicles, up to double the number, and hence improve the network performance in terms of safety. Moreover, there is an improvement in flow rate of many critical links. Many blocked links are turned into some reds and blues which means an improvement seemed to occur to the whole network.

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Mehta, Sakshi. "GIS Based Decision Support System For Access Management." University of Cincinnati / OhioLINK, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1275077733.

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Cochran, Ian Thomas. "The local-level management of climate change : the case of urban passenger transportation in France." Paris 9, 2012. http://basepub.dauphine.fr/xmlui/handle/123456789/9783.

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La réduction des émissions de gaz à effet de serre (GES) est l'un des problèmes d'action collective les plus importants et les plus urgents auxquels l'humanité doit faire face. Répondre à ce défi politique transversal et transnational semble exiger une action à plusieurs échelles de gouvernance : cela va des changements des comportement individuels à des modifications importantes des cadres réglementaires et des processus de décision locaux, nationaux et internationaux. Adoptant une approche interdisciplinaire, ce projet est élaboré à partir des théories de l'action collective, de l’économie institutionnelle, ainsi que de la gouvernance à multiniveaux et les outils d'expertise afin d’analyser ce qui semble être un modèle de gouvernance « polycentrique » capable d'atteindre les objectifs d'atténuation des GES. Ce projet pose plus globalement la question primordiale de savoir quels sont les changements de gouvernance nécessaires pour générer des réductions réelles et définitives des émissions de GES dans le secteur du transport urbain de passagers. L'atténuation des GES dépend non seulement de la capacité des acteurs de se coordonner, mais également des outils d'information nécessaires pour intégrer ces questions dans la prise de décision à plusieurs niveaux de gouvernance et tributaires des différentes priorités politiques hétérogènes. L'analyse et les conclusions résultant de cette recherche apportent un certain nombre de contributions à la fois à la littérature théorique, et à la pratique générale de la politique ainsi qu’au processus décisionnel spécifique à la France dans le domaine du transport, de la planification urbaine et la gouvernance climatique
The reduction of GHG emissions is one of the largest and most pressing collective-action problems facing humanity. Addressing this transversal, trans-boundary policy challenge requires action at multiple scales of governance: from behavioral changes by individuals to modifications of local, national and international regulatory frameworks and decision-making processes. Taking an interdisciplinary approach, this project draws on theories on collective action, institutional economics, multilevel governance, and indicators in decision making to analyze what appears to be an increasingly polycentric governance approach to achieving cross-scale action on GHG mitigation. This dissertation addresses the over-arching question of what governance changes are needed to deliver lasting GHG emissions reductions in the urban passenger transport sector in France? Achieving greenhouse gas mitigation is dependent not only on the ability of actors to coordinate action, but also on the information tools needed to integrate these issues into decision-making at multiple levels of government and across policy priorities. Thus, GHG mitigation must be linked as an often-complementary issue with existing policy priorities. The analyses and findings resulting from this dissertation have a number of contributions to make both to the theoretical literature as well as to general policy practice and the specific decision-making process in France in terms of transport, urban planning and climate governance

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Duff-Riddell, W. R. (Wayne Russell). "A computerised decision support system for the implementation of strategic logistics management optimisation principles in the planning and operation of integrated urban public transport." Thesis, Stellenbosch : Stellenbosch University, 2001. http://hdl.handle.net/10019.1/52067.

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Thesis (PhD)--University of Stellenbosch, 2001.
ENGLISH ABSTRACT: Public and private transport system planning and operation have tended to be fragmented functions. In particular, public transport is often planned and operated independently of the "private" transport system. South African government policy now requires that comprehensive, strategic transport plans be prepared by metropolitan transport authorities. These plans are expected to conform to national strategic objectives as well as including local current and longterm objectives. This planning is required in the environment of a multi-modal, multi-operator, public-private partnership scenario that is new for most of the role players. The lack of experience is accompanied by a lack of any existing model for dealing with this scenario. This dissertation describes such a model. The model is based on the principles of strategic logistics management commonly employed in commerce and industry, including service-oriented industries. The modelling process is thus based on achieving a combination of customer service and long-term objectives. The model comprises a number of separate components and steps: • A transport network model (Emme/2). ~ A multi-class, generalised-cost assignment of private and public transport demand onto a network, modified to be modeless to the public transport users, is performed. This assignment allows for the imposition of generalised-cost reflecting urban-planning objectives in addition to more conventional costs such as travel cost. In this assignment, the interaction of public and private transport is accounted for and results in an associated modal choice. ~ A series of single-class generalised-cost assignments is then used to "focus" public transport demand to create corridors of demand adequate to justify public transport routes. This process can be enhanced to develop a design promoting switching from private to public transport. It also allows for multi-period route design. ~ The results of this modelling process are output to a text file and then subject to the processes described below. The results of these processes are then input into the network model where a standard transit assignment is performed and used to modify the proposed lines and update the network design data with respect to boardings and alightings at nodes. This information is used to design fixed infrastructure. • A Microsoft Access database and route extraction program. );> The network model data is drawn into the database where it is subject to a route extraction program that converts the assignment results from the network model into a set of mode specific potential public transport route definitions. These route definitions are based on paths of maximum demand. The extraction process is controlled by parameters specified by the planner, such as minimum route lengths and the demand level for various categories of service. );> After route extraction, vehicle allocation, and transit assignment, the database provides details of the boardings and alightings and number and details of transit lines using each node and link in the network. This data is used to design fixed infrastructure. • A Microsoft Excel spreadsheet vehicle operating cost model. );> For each vehicle type, the operating cost given the anticipated vehicle mileage and operating speed is determined. This is used to guide the choice of vehicles for different routes. • A Lingo goal-programming model. );> The potential routes and the available or potential fleet are subjected to a goalprogramme in which the optimum choice of vehicle allocation is determined. The allocation parameters can be controlled by the planner. These parameters may include costs, energy, fuel consumption, and vehicle and route limitations amongst others. Multiperiod design is included in the modelling process so that the optimum design may be for the operating period, daily, or weekly cycle. The modelling process provides two main outputs: • A set of fully described and costed transit lines ill terms of both routing and vehicle allocation. These transit line definitions can be output to the level of driver instructions if necessary. • Details of the type and location of infrastructure to be provided on the network.
AFRIKAANSE OPSOMMING: Openbare en private vervoerstelsel-beplanning en -bedryf IS geneig om gefragmenteerde funksies te wees. Dit is veral waarneembaar in die openbare vervoerstelsels waarvan die beplanning en bedryf onafhanklik van die "private" vervoerstelsels plaasvind. Die beleid van die Suid-Afrikaanse regering vereis dat omvattende strategiese vervoerplanne deur die metropolitaanse vervoer owerhede voorberei word. Daar word van hierdie planne verwag om aan die nasionale strategiese doelwitte, asook die plaaslike bestaande en langtermyn doelwitte te voldoen. Hierdie beplanning word vereis deur 'n omgewing wat nuut is vir die meeste rolspelers en bestaan uit multi-modale, multi-operateur en openbare-private vennootskap scenario's. Die tekort aan ondervinding gaan gepaard met 'n tekort aan 'n bestaande model wat gebruik kan word om hierdie scenario's te hanteer. So 'n model word deur hierdie verhandeling beskryf. Die model is gebasseer op die beginsels van strategiese logistieke bestuur wat algemeen gebruik word in die handel en industrie, insluitende die diens-georïenteerde industrieë. Die modelleringsproses wil dus 'n kombinasie van diens aan kliënte en langtermyn doelwitte bereik. Die model bestaan uit onderskeie komponente en stappe: • 'n Vervoernetwerkmodel (Emmel2) }i;> 'n Multi-klas, veralgemeende-koste toedeling van private en openbare vervoeraanvraag op 'n netwerk, aangepas om modusloos te wees vir die openbare vervoergebruiker, word uitgevoer. Hierdie toedeling laat nie net die heffing van meer konvensionele kostes, soos reiskoste toe nie, maar ook veralgemeende kostes wat staatsbeplarmingsdoelwitte reflekteer. In hierdie opdrag word die interaksie van openbare- en private vervoer ondersoek waarvan die uiteinde 'n geassosieerde modale keuse is. }i;> 'n Reeks enkelklas veralgemeende koste toedelings word dan gebruik om op openbare vervoeraanvraag te fokus en daardeur korridors van aanvraag, wat gepas is om openbare vervoerroetes te regverdig, te skep. Hierdie proses kan verfyn word om 'n plan te ontwikkel wat die verskuiwing van private vervoer na openbare vervoer sal bevorder. Dit laat ook die ontwerp van multi-periode roetes toe. }i;> Die resultate van hierdie modelleringsproses word uitgevoer na 'n tekslêer en dan aan die prosesse, wat hier onder beskryf word, onderwerp. Die resultate van hierdie prosesse word dan ingevoer in die netwerkmodel waar 'n standaard publieke vervoertoedeling uitgevoer word. Dit word dan gebruik om die voorgestelde roetes te wysig en die netwerk data, met betrekking tot die aantal persone wat op en af klim by nodes, op te dateer. Hierdie inligting word gebruik vir die ontwerp van infrastrukture. • 'n Microsoft Access databasis en roete-ontrekkingsprogram );> Die netwerkmodel data word in die databasis ingetrek waar dit aan 'n roeteontrekkingsprogram onderwerp word. Hierdie program skakel die toedelingsresultate van die netwerkmodel om na 'n stel potensiële modus spesifieke openbare vervoerroete definisies. Hierdie roete definisies word gebasseer op paaie van maksimum aanvraag. Die ontrekkingsproses word deur parameters, soos minimum lengte van roetes en die vlak van aanvraag van verskeie kategorieë van diens, wat deur die beplanner gespesifiseer word, gekontroleer. );> Na die ontrekking van roetes, voertuigtoekenning en vervoertoedeling, voorsien die databasis besonderhede van die aantal persone wat op en af klim asook die aantal en details van vervoerroete wat elke node en skakel in die netwerk gebruik. Hierdie data word gebruik om infrastrukture te ontwerp. • 'n Microsoft Excel sigblad voertuig bedryfskoste model )i> Vir elke tipe voertuig word die bedryfskoste, volgens die verwagte afstand en spoed van die spesifieke voertuig, bepaal. Die resultate word gebruik om die keuse van voertuie vir verskillende roetes te bepaal. • 'n Lingo doelprogrameringsmodel );> Die potensiële roetes en die beskikbare of potensiële vloot word onderwerp aan 'n doelprogram waarin die optimum keuse van voertuigtoekenning bepaal word. Die toekenningsparameters kan deur die beplanner gekontroleer word. Die parameters kan onder andere kostes, energie, brandstofverbruik en voertuig- en roete beperkings, insluit. Multi-periode ontwerp is ingesluit in die modelleringsproses sodat die optimum ontwerp vir die bedryfsperiode, daaglikse of weeklikse siklusse, kan wees. Die modelleringsproses lewer twee hoofuitkomste: • 'n Stel volledig beskrywende en koste berekende vervoerroete wat, indien nodig, na die vlak van bestuurder instruksies, uitgevoer kan word. • Details van die tipe en plek van infrastruktuur wat benodig word deur die netwerk.

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Thompson, Karen J. "Urban transport networks and overseas visitors : analysis of the factors affecting usage and the implications for destination management." Thesis, University of Salford, 2003. http://usir.salford.ac.uk/2122/.

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Whilst transport has repeatedly been identified as an integral component in the tourism system, the relationship between urban public transport networks and visitor behaviour at urban destinations remains largely unexplored. Furthermore, tourist transport is rarely the subject of the same quality benchmarking techniques that are applied to other elements of the tourism product. The thesis reviews the use of service quality and customer satisfaction measures in urban tourism and urban public transport, highlighting dimensions of urban public transport quality which may be of particular relevance to overseas visitors at urban destinations. The results of a survey of overseas visitors to Greater Manchester, employing both quantitative and qualitative data collection techniques, are subsequently presented, identifying factors affecting the use of public transport by overseas visitors to Greater Manchester. Attributes of public transport service quality, revealed by the research to be of importance in measuring overseas visitors’ satisfaction with urban public transport performance in Greater Manchester, are reduced by means of principal components analysis to reveal the underlying dimensions of overseas visitors’ satisfaction with Manchester’s public transport system. An ensuing regression analysis reveals the relationships between the dimensions of public transport performance, overall satisfaction with public transport and satisfaction with Manchester as a visitor destination. Additionally, an importance-performance analysis is employed to uncover the strengths and weaknesses of public transport service in Manchester from an overseas visitor perspective. The implications for destination management are discussed.

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Ferzli, Khalil Y. Carleton University Dissertation Engineering Civil and Environmental. "A Comprehensive integrated modelling framework for the optimization of transit operator workforce planning and management." Ottawa, 1992.

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李嘉皓 and Ka-ho Carol Lee. "Public transport transfer systems: the policies and management of urban transport systems in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2009. http://hub.hku.hk/bib/B4293008X.

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Zambrano, Martínez Jorge Luis. "Efficient Traffic Management in Urban Environments." Doctoral thesis, Universitat Politècnica de València, 2019. http://hdl.handle.net/10251/129865.

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[ES] En la actualidad, uno de los principales desafíos a los que se enfrentan las grandes áreas metropolitanas es la congestión provocada por el tráfico, la cual se ha convertido en un problema importante al que se enfrentan las autoridades de cada ciudad. Para abordar este problema es necesario implementar una solución eficiente para controlar el tráfico que genere beneficios para los ciudadanos, como reducir los tiempos de viaje de los vehículos y, en consecuencia, el consumo de combustible, el ruido, y la contaminación ambiental. De hecho, al analizar adecuadamente la demanda de tráfico, es posible predecir las condiciones futuras del tráfico, y utilizar esa información para la optimización de las rutas tomadas por los vehículos. Este enfoque puede ser especialmente efectivo si se aplica en el contexto de los vehículos autónomos, que tienen un comportamiento más predecible, lo cual permite a los administradores de la ciudad mitigar los efectos de la congestión, como es la contaminación, al mejorar el flujo de tráfico de manera totalmente centralizada. La validación de este enfoque generalmente requiere el uso de simulaciones que deberían ser lo más realistas posible. Sin embargo, lograr altos grados de realismo puede ser complejo cuando los patrones de tráfico reales, definidos a través de una matriz de Origen/Destino (O-D) para los vehículos en una ciudad, son desconocidos, como ocurre la mayoría de las veces. Por lo tanto, la primera contribución de esta tesis es desarrollar una heurística iterativa para mejorar el modelado de la congestión de tráfico; a partir de las mediciones de bucle de inducción reales hechas por el Ayuntamiento de Valencia (España), pudimos generar una matriz O-D para la simulación de tráfico que se asemeja a la distribución de tráfico real. Si fuera posible caracterizar el estado del tráfico prediciendo las condiciones futuras del tráfico para optimizar la ruta de los vehículos automatizados, y si se pudieran tomar estas medidas para mitigar de manera preventiva los efectos de la congestión con sus problemas relacionados, se podría mejorar el flujo de tráfico en general. Por lo tanto, la segunda contribución de esta tesis es desarrollar una Ecuación de Predicción de Tráfico para caracterizar el comportamiento en las diferentes calles de la ciudad en términos de tiempo de viaje con respecto al volumen de tráfico, y aplicar una regresión logística a esos datos para predecir las condiciones futuras del tráfico. La tercera y última contribución de esta tesis apunta directamente al nuevo paradigma de gestión de tráfico previsto, tratándose de un servidor de rutas capaz de manejar todo el tráfico en una ciudad, y equilibrar los flujos de tráfico teniendo en cuenta las condiciones de congestión del tráfico presentes y futuras. Por lo tanto, realizamos un estudio de simulación con datos reales de congestión de tráfico en la ciudad de Valencia (España), para demostrar cómo se puede mejorar el flujo de tráfico en un día típico mediante la solución propuesta. Los resultados experimentales muestran que nuestra solución, combinada con una actualización frecuente de las condiciones del tráfico en el servidor de rutas, es capaz de lograr mejoras sustanciales en términos de velocidad promedio y tiempo de trayecto, ambos indicadores de un menor grado de congestión y de una mejor fluidez del tráfico.
[CA] En l'actualitat, un dels principals desafiaments als quals s'enfronten les grans àrees metropolitanes és la congestió provocada pel trànsit, que s'ha convertit en un problema important al qual s'enfronten les autoritats de cada ciutat. Per a abordar aquest problema és necessari implementar una solució eficient per a controlar el trànsit que genere beneficis per als ciutadans, com reduir els temps de viatge dels vehicles i, en conseqüència, el consum de combustible, el soroll, i la contaminació ambiental. De fet, en analitzar adequadament la demanda de trànsit, és possible predir les condicions futures del trànsit, i utilitzar aqueixa informació per a l'optimització de les rutes preses pels vehicles. Aquest enfocament pot ser especialment efectiu si s'aplica en el context dels vehicles autònoms, que tenen un comportament més predictible, i això permet als administradors de la ciutat mitigar els efectes de la congestió, com és la contaminació, en millorar el flux de trànsit de manera totalment centralitzada. La validació d'aquest enfocament generalment requereix l'ús de simulacions que haurien de ser el més realistes possible. No obstant això, aconseguir alts graus de realisme pot ser complex quan els patrons de trànsit reals, definits a través d'una matriu d'Origen/Destinació (O-D) per als vehicles en una ciutat, són desconeguts, com ocorre la majoria de les vegades. Per tant, la primera contribució d'aquesta tesi és desenvolupar una heurística iterativa per a millorar el modelatge de la congestió de trànsit; a partir dels mesuraments de bucle d'inducció reals fetes per l'Ajuntament de València (Espanya), vam poder generar una matriu O-D per a la simulació de trànsit que s'assembla a la distribució de trànsit real. Si fóra possible caracteritzar l'estat del trànsit predient les condicions futures del trànsit per a optimitzar la ruta dels vehicles automatitzats, i si es pogueren prendre aquestes mesures per a mitigar de manera preventiva els efectes de la congestió amb els seus problemes relacionats, es podria millorar el flux de trànsit en general. Per tant, la segona contribució d'aquesta tesi és desenvolupar una Equació de Predicció de Trànsit per a caracteritzar el comportament en els diferents carrers de la ciutat en termes de temps de viatge respecte al volum de trànsit, i aplicar una regressió logística a aqueixes dades per a predir les condicions futures del trànsit. La tercera i última contribució d'aquesta tesi apunta directament al nou paradigma de gestió de trànsit previst. Es tracta d'un servidor de rutes capaç de manejar tot el trànsit en una ciutat, i equilibrar els fluxos de trànsit tenint en compte les condicions de congestió del trànsit presents i futures. Per tant, realitzem un estudi de simulació amb dades reals de congestió de trànsit a la ciutat de València (Espanya), per a demostrar com es pot millorar el flux de trànsit en un dia típic mitjançant la solució proposada. Els resultats experimentals mostren que la nostra solució, combinada amb una actualització freqüent de les condicions del trànsit en el servidor de rutes, és capaç d'aconseguir millores substancials en termes de velocitat faig una mitjana i de temps de trajecte, tots dos indicadors d'un grau menor de congestió i d'una fluïdesa millor del trànsit.
[EN] Currently, one of the main challenges that large metropolitan areas have to face is traffic congestion, which has become an important problem faced by city authorities. To address this problem, it becomes necessary to implement an efficient solution to control traffic that generates benefits for citizens, such as reducing vehicle journey times and, consequently, use of fuel, noise and environmental pollution. In fact, by properly analyzing traffic demand, it becomes possible to predict future traffic conditions, and to use that information for the optimization of the routes taken by vehicles. Such an approach becomes especially effective if applied in the context of autonomous vehicles, which have a more predictable behavior, thus enabling city management entities to mitigate the effects of traffic congestion and pollution by improving the traffic flow in a city in a fully centralized manner. Validating this approach typically requires the use of simulations, which should be as realistic as possible. However, achieving high degrees of realism can be complex when the actual traffic patterns, defined through an Origin/Destination (O-D) matrix for the vehicles in a city, are unknown, as occurs most of the times. Thus, the first contribution of this thesis is to develop an iterative heuristic for improving traffic congestion modeling; starting from real induction loop measurements made available by the City Hall of Valencia, Spain, we were able to generate an O-D matrix for traffic simulation that resembles the real traffic distribution. If it were possible to characterize the state of traffic by predicting future traffic conditions for optimizing the route of automated vehicles, and if these measures could be taken to preventively mitigate the effects of congestion with its related problems, the overall traffic flow could be improved. Thereby, the second contribution of this thesis was to develop a Traffic Prediction Equation to characterize the different streets of a city in terms of travel time with respect to the vehicle load, and applying logistic regression to those data to predict future traffic conditions. The third and last contribution of this thesis towards our envisioned traffic management paradigm was a route server capable of handling all the traffic in a city, and balancing traffic flows by accounting for present and future traffic congestion conditions. Thus, we perform a simulation study using real data of traffic congestion in the city of Valencia, Spain, to demonstrate how the traffic flow in a typical day can be improved using our proposed solution. Experimental results show that our proposed solution, combined with frequent updating of traffic conditions on the route server, is able to achieve substantial improvements in terms of average travel speeds and travel times, both indicators of lower degrees of congestion and improved traffic fluidity.
Finally, I want to thank the Ecuatorian Republic through the "Secretaría de Educación Superior, Ciencia, Tecnología e Innovación" (SENESCYT), for granting me the scholarship to finance my studies.
Zambrano Martínez, JL. (2019). Efficient Traffic Management in Urban Environments [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/129865
TESIS

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Zegras, Pericles Christopher 1968. "The potential for using urban growth management for transportation system enhancements in Developing countries : the case of the Santiago, Chile Metropolitan Region." Thesis, Massachusetts Institute of Technology, 2000. http://hdl.handle.net/1721.1/8793.

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Thesis (S.M. and M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, February 2001.
Includes bibliographical references (leaves 213-224).
This thesis explores the potentials for using urban growth management tools to improve transportation system performance in a developing country context, focusing specifically on the case of the Santiago de Chile metropolitan area. In industrialized countries, such as the United States, recent years have seen a renewed focus on using urban growth management for achieving mobility goals. This work looks at how such tools might be deployed in a rapidly growing urban environment, characterized by evolving institutional structures, major changes in transportation demand and services, and pressing economic, social, and environmental constraints. The thesis firs begins with an overview of the national political and administrative structure in Chile - the institutional context within which growth management must function. The thesis then presents the Santiago metropolitan area, overviewing demographics, the economy, the transportation system, urban growth patterns, and the environment. Then, the range of current instruments used for growth management in Chile and Santiago are presented, along with other relevant influences such as the public finance system. The following section reviews the real estate market, focusing on the emergence of large developers and their associated "megaprojects," which play a major role in shaping the city's growth patterns and trends. Finally, the thesis concludes with major findings, recommendations for improvements to the current growth management system, and areas for future work.
by Pericles Christopher Zegras.
S.M.and M.C.P.

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Fischer, Jamie Montague. "Transportation performance management for livability and social sustainability: developing and applying a conceptual framework." Diss., Georgia Institute of Technology, 2014. http://hdl.handle.net/1853/53031.

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The purpose of this research is to help increase the capacity of public-sector transportation agencies (such as state Departments of Transportation, Metropolitan Planning Organizations, and transit providers) to preserve and enhance transportation-related quality of life (QOL) outcomes in their jurisdictions. QOL is a multi-dimensional concept that is closely related to the concepts of livability and social sustainability. Public-sector agencies are charged with promoting the well-being (i.e. QOL) of the public, and they often must work within a complex inter-organizational context, with overlapping and intersecting jurisdictions and responsibilities, in order to influence QOL. Because of their responsibility to promote QOL, many public-sector transportation agencies mention QOL, livability, and/or sustainability in their vision statements, mission statements, and strategic planning documents. Furthermore, U.S. Federal guidance and regulations that govern the practice of transportation planning, engineering, and performance management have begun to refer to issues related to livability and sustainability. However, these complex concepts are still ambiguous in meaning and application for many transportation practitioners. In order to effectively preserve and enhance transportation-related QOL outcomes, practitioners need a clear conceptual framework that links concepts of livability and sustainability to practical performance management tools for an inter-jurisdictional context. The primary objective and contributions of this research are the development of such a conceptual framework - the stacked systems framework (SSF) - and a methodology for applying it to enhance transportation performance management in an inter-jurisdictional context. In order to develop the SSF, this research begins with an extensive literature review that clarifies the relationships among sustainability, livability, and transportation-related QOL outcomes; and integrates the concepts of social sustainability, soft systems methodologies, and the field of transportation performance management. To apply the SSF, this research includes a case study of public-sector transportation performance management processes in metropolitan Atlanta. The case study analyzes the influence of the regional inter-organizational system of public-sector transportation agencies on transportation-related QOL outcomes; identifies gaps in the current set of transportation performance measures used for decision making at the regional scale; and demonstrates the value to decision making of incorporating recommended performance measures that can more appropriately link organizational actions to broader QOL and livability outcomes via changes in transportation service quality. The case study methodology can be extended for future development of transportation performance management practices in metro Atlanta, and reproduced for other regions and geographic scales.

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Howard, Eric John. "Bring the form back to planning: Using urban form characteristics to improve the predictability of transportation mode choice models." Thesis, Virginia Tech, 2007. http://hdl.handle.net/10919/32014.

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The financial and environmental effects of traffic congestion and automobile-centric air pollution continue to be problems that must be addressed within the United States. In response, travel demand management (TDM) has emerged as a potential way to reduce automobile-based travel in order to minimize these effects. TDM strategies are highly dependent on specific urban form characteristics such as bicycle lanes, sidewalks, or transit facilities. A current gap exists in the analytical tools available to transportation planners when evaluating TDM projects. The standard transportation models do not take into account urban form characteristics in a systematic way. These characteristics play an import role in an individualâ s selection of walking, bicycling, or transit based travel modes. This gap needs to be filled in order to evaluate TDM projects with the same decision-making rigor that is applied to road expansion projects. The purpose of this project is to develop an enhanced transportation mode choice model that presents a systematic approach for incorporating urban form characteristics. This approach determines which elements of urban form have the strongest influence on transportation mode choice behavior. This work is being done in conjunction with the Roanoke Valley Allegany Metropolitan Planning Organization as a way to evaluate the potential of TDM projects in promoting non-automobile forms of travel within the Roanoke region. This approach to developing an enhanced transportation mode choice model is a step forward in address the gap between TDM strategies and the tools needed to evaluate them.
Master of Urban and Regional Planning

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18

Heyns, Werner. "Integrating transportation and land-use management strategies aimed at reducing urban traffic congestion : a dynamic adaptive decision framework / W. Heyns." Thesis, North-West University, 2008. http://hdl.handle.net/10394/2309.

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Su, Liu. "Routing and Designing Networks for Two Transportation Problems." Scholar Commons, 2019. https://scholarcommons.usf.edu/etd/7958.

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Routing and designing are essential for transportation networks. With effective routing and designing policies, transportation networks can work safely and efficiently. There are two transportation problems: hazardous materials (hazmat) transportation and warehouse logistics. This dissertation addresses the routing of networks for both problems. For hazmat transportation, the routing can be regulated via network design. Due to catastrophic consequences of potential accidents in hazmat transportation, a risk-averse approach for routing is necessary. In this dissertation, we consider spectral risk measures, for risk-averse hazmat routing. In addition, we introduce a network design problem to select a set of closed road segments for hazmat traffic with conditional value-at-risk (CVaR) to regulate hazmat routing. In warehouses, the routing of electric forklifts with sufficient battery levels is for material handling. The optimization model of dynamic wireless charging lane location is proposed under the workflow congestion in parallel-aisle warehouses. Considering the uncertainty of demands, the wireless charging lane location problem is formulated as a two-stage stochastic programming model. We confirm the efficiency of the proposed algorithms in solving these problems and the key advantages of use the proposed routing and designing policies via case studies.

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McCreery, Anna C. "Urban Transportation Ecoefficiency: Social and Political Forces for Change in U.S. Metropolitan Areas." The Ohio State University, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=osu1337963928.

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21

McConnell, Joshua B. (Joshua Bryan) 1974. "A life-cycle flexibility framework for designing, evaluating and managing "complex" real options : case studies in urban transportation and aircraft systems." Thesis, Massachusetts Institute of Technology, 2007. http://hdl.handle.net/1721.1/39334.

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Thesis (Ph. D.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology, Management, and Policy Program, 2007.
Includes bibliographical references.
Designing a flexible system with real options is a method for managing uncertainty. This research introduces the concept of "complex" real options, which are composed of interconnected echnological, organizational and process components. "Complex" real options differ from the "standard" real options described in the literature in the option life-cycle activities of design, evaluation and management. To address the challenges posed by "complex" real options, the Life-Cycle Flexibility (LCF) Framework was created. The framework addresses issues along the entire life-cycle of an option, in both technical and social system dimensions. Two case studies were considered in this research to better understand "complex" real options and test the LCF Framework: 1) a large blended wing body aircraft in a commercial aircraft manufacturing enterprise and, 2) Intelligent Transportation System (ITS) capabilities in an urban region with multiple public and private stakeholders. For the case studies, both a quantitative and qualitative analysis was completed. System dynamics and traffic demand models were used to quantitatively evaluate flexibility for each case study. Forty interviews with practitioners were conducted to better understand the practical challenges associated with flexible systems.
(cont.) This research found that there are significant differences between "standard" and "complex" real options. In the design phase, enterprise architecture issues must be considered either as a precursor or simultaneously with the design of the option. In the evaluation stage, option valuation techniques more sophisticated than those found in the real options literature were needed to value the "complex" real options. In the management stage, political considerations were of great importance as political opposition could prevent option exercise from occurring. Without the LCF framework, existing processes for evaluating real options are not adequate for taking into account the interacting technical, organizational and process components of 'complex" real options. In summary, this research provides new insights into the design, evaluation and management of "complex" real options.
by Joshua Bryan McConnell.
Ph.D.

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22

Gettman, Douglas Mark 1971. "A multi-objective integrated large-scale optimized ramp metering control system for freeway/surface-street traffic management." Diss., The University of Arizona, 1998. http://hdl.handle.net/10150/282797.

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This research, denoted MILOS (Multi-objective Integrated Large-scale Optimized ramp metering System) is a hierarchical structure for solution of the large-scale freeway management problem to address the key features of this problem (dynamic state changes, stochasticity, multi-dimensionality, unpredictability, partial-observability, and existence of multiple objectives). MILOS decomposes the freeway control problem into subproblems along temporal/spatial boundaries and is composed of three primary components: SPC-based anomaly detection and optimization scheduling, area-wide coordination layer, and predictive-cooperative real-time (PC-RT) optimization layer. The area-wide coordination component of the hierarchical control system considers the impact of queue growth on the adjacent interchanges in a quadratic programming optimization model with a multi-criterion objective function. The formulation of the area-wide optimization problem is augmented with overflow variables to guarantee a feasible solution. The nominal solution of the areawide coordination problem is then modified in real-time by the locally traffic-reactive, PC-RT algorithm based on a linear-program using a linearized dynamic difference equation implementation of the macroscopic FREFLO model. The PC-RT formulation pro-actively plans to utilize opportunities to disperse queues or hold back additional vehicles when freeway and ramp demand conditions are appropriate. The cost coefficients of this optimization problem is linked to the solution of the area-wide coordination problem by using information on the dual of the solution to the area-wide coordination problem. The optimization runs of the area-wide coordination problem and the PC-RT optimization problems at each ramp are scheduled by a demand/flow monitoring system based on statistical process control. A simulation experiment is executed to evaluate the MILOS hierarchical system against "no control", ADOT's current ramp metering policy, and an area-wide LP optimization problem resolved in 5-minute intervals on a small freeway network in the metropolitan Phoenix, AZ area. Three test cases are presented for a short "burst" of heavy-volume flows to all ramps, a 3-hour commuting peak, and a 3-hour commuting peak with a 30-minute incident occurring in the middle of the network. The performance results indicate that MILOS is able to reduce freeway travel time, increase freeway average speed, and improve recovery performance of the system when flow conditions become congested.

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Roper, Martha Annette. "Revenue Management in High-Density Urban Parking Districts: Modeling and Evaluation." Diss., Virginia Tech, 2010. http://hdl.handle.net/10919/77105.

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This thesis explores how revenue management (RM) principles would integrate into a parking system, and how advanced reservation-making, coupled with dynamic pricing (based on booking limits) could be used to maximize parking revenue. Detailed here is a comprehensive RM strategy for the parking industry, and an integer programming formulation that maximizes parking revenue over a system of garages is presented. Furthermore, an intelligent parking reservation model is developed that uses an artificial neural network procedure for online reservation decision-making. Next, the work evaluates whether the implementation of a parking RM system in a dense urban parking district (and thus avoiding "trial-and-error" behaviors exhibited by drivers) mitigates urban congestion levels. In order to test this hypothesis, a parallel modeling structure was developed that uses a real-time decision-making model that either accepts or rejects requests for parking via a back-propagation neural network. Coupled with the real-time decision-making model is a micro-simulation model structure used to evaluate the policy's effects on network performance. It is clear from the results that the rate at which parkers renege is a primary determinant of the value of the implementation of RM. All other things being equal, the RM model in which the majority of parkers is directed to their precise parking spot via the most direct route is much more robust to the random elements within the network that can instigate extreme congestion. The thesis then moves from micro-evaluation to macro-evaluation by measuring the performance of the urban parking system from the perspective of the set of relevant stakeholders using the hyperbolic DEA model within the context of the matrix DEA construct. The stakeholder models, including that of the provider, the user, and the community, have defined inputs/outputs to the hyperbolic DEA model, which allows for the inclusion of undesirable outputs such as network delay and incidence of extreme congestion. Another key contribution of this work is that of identifying design issues for current and future dense urban parking districts. Clearly, reneging rate and the tenacity of perspective parkers is a key consideration in cases where RM policy is not implemented.
Ph. D.

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24

Yen, Jeffrey Lee. "A system model for assessing water consumption across transportation modes in urban mobility networks." Thesis, Georgia Institute of Technology, 2011. http://hdl.handle.net/1853/39527.

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Energy and environmental impacts are two factors that will influence urban region composition in the near future. One emerging issue is the effect on water usage resulting from changes in regional or urban transportation trends. With many regions experiencing stresses on water availability, transportation planners and users need to combine information on transportation-related water consumption for any region and assess potential impacts on local water resources from the expansion of alternative transportation modes. This thesis will focus on use-phase water consumption factors for multiple vehicle modes, energy and fuel pathways, roads, and vehicle infrastructure for a given transportation network. While there are studies examining life cycle impacts for energy generation and vehicle usage, few repeatable models exist for assessing overall water consumption across several transportation modes within urban regions. As such, the question is: is it possible to develop a traceable decision support model that combines and assesses water consumption from transportation modes and related mobility infrastructure for a given mobility network? Based on this, an object-oriented system model of transportation elements was developed using the Systems Modeling Language (SysML) and Model-Based Systems Engineering principles to compare water consumption across vehicle modes for assessing the resiliency of existing infrastructure and water resources. To demonstrate the intent of this model, daily network usage water consumption will be analyzed for current and alternative network scenarios projected by policies regarding the expansion of alternative energy. The model is expected to show variations in water consumption due to fluctuations in energy pathways, market shares, and driving conditions, from which the model should help determine the feasibility of expanding alterative vehicles and fuels in these networks. While spatially explicit data is limited compared to the national averages that are used as model inputs, the analytical framework within this model closely follows that of existing assessments and the reusable nature of SysML model elements allows for the future expansion of additional transportation modes and infrastructure as well as other environmental analyses.

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史耀昌 and Yiu-cheong Sze. "The bidding for urban rail development right: a study of transport policy in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2003. http://hub.hku.hk/bib/B27013005.

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Xu, Yanzhi. "Effective GPS-based panel survey sample size for urban travel behavior studies." Diss., Georgia Institute of Technology, 2010. http://hdl.handle.net/1853/33843.

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This research develops a framework to estimate the effective sample size of Global Positioning System (GPS) based panel surveys in urban travel behavior studies for a variety of planning purposes. Recent advances in GPS monitoring technologies have made it possible to implement panel surveys with lengths of weeks, months or even years. The many advantageous features of GPS-based panel surveys make such surveys attractive for travel behavior studies, but the higher cost of such surveys compared to conventional one-day or two-day paper diary surveys requires scrutiny at the sample size planning stage to ensure cost-effectiveness. The sample size analysis in this dissertation focuses on three major aspects in travel behavior studies: 1) to obtain reliable means for key travel behavior variables, 2) to conduct regression analysis on key travel behavior variables against explanatory variables such as demographic characteristics and seasonal factors, and 3) to examine impacts of a policy measure on travel behavior through before-and-after studies. The sample size analyses in this dissertation are based on the GPS data collected in the multi-year Commute Atlanta study. The sample size analysis with regard to obtaining reliable means for key travel behavior variables utilizes Monte Carlo re-sampling techniques to assess the trend of means against various sample size and survey length combinations. The basis for the framework and methods of sample size estimation related to regression analysis and before-and-after studies are derived from various sample size procedures based on the generalized estimating equation (GEE) method. These sample size procedures have been proposed for longitudinal studies in biomedical research. This dissertation adapts these procedures to the design of panel surveys for urban travel behavior studies with the information made available from the Commute Atlanta study. The findings from this research indicate that the required sample sizes should be much larger than the sample sizes in existing GPS-based panel surveys. This research recommends a desired range of sample sizes based on the objectives and survey lengths of urban travel behavior studies.

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Zlender, Vita. "Open space on the edge of the city : exploring how people's perceptions and usage can inform management of peri-urban open spaces, focusing on case studies of Ljubljana and Edinburgh." Thesis, University of Edinburgh, 2014. http://hdl.handle.net/1842/9731.

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This thesis studies peri-urban landscapes (the landscape between the rural and urban setting), which has until recently gained little attention in academia and even less in planning practice and policy. This is largely due to a general view of these landscapes as something transient that will be developed in the future. However, some research has recognised these landscapes as important for the leisure and recreation of urban and suburban dwellers. Thus, this thesis is concerned with the current state of the peri-urban landscape, its characteristics and drivers of change with a focus on accessibility. Accordingly, the interest of the study lies in exploring people’s landscape perceptions and uses in relation to the accessibility of periurban areas and how they change over time. The focus of this thesis is Ljubljana and Edinburgh; these two cities have been selected as the case studies in order to elucidate the spatial and social patterns of the space on the edge of the city. The thesis centres on the perspective of inner-city dwellers’ perceptions, use of, and accessibility to peri-urban green spaces. Guided by the sense of place theory and the landscape planning approach, empirical work is at the heart of this research. A mixed-method approach, comprising questionnaire and focus groups with inner-city dwellers, interviews with authorities and planners and GIS-based analysis, is applied to gain new knowledge of inner-city dwellers’ relationship with periurban green spaces. The research found that people greatly value the established peri-urban green spaces, which have a variety of meanings for them, varying according to people’s socio-demographic and cultural characteristics. Furthermore, the appreciation of extensive semi-natural green spaces and green corridors has been shown to be universal and may imply some clues for further spatial planning of these areas. Conversely, people in general did not use the areas with low intrinsic value that are perceived as messy, ambiguous, etc. It appears that these spaces have lost their sense of place and therefore they are under threat of further development. Their future should thus be considered within long-term planning goals, in order to ensure environmentally sustainable and socially inclusive development.

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Folkesson, Anders. "Towards sustainable urban transportation : Test, demonstration and development of fuel cell and hybrid-electric buses." Doctoral thesis, KTH, Energiprocesser, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4721.

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Several aspects make today’s transport system non-sustainable: • Production, transport and combustion of fossil fuels lead to global and local environmental problems. • Oil dependency in the transport sector may lead to economical and political instability. • Air pollution, noise, congestion and land-use may jeopardise public health and quality of life, especially in urban areas. In a sustainable urban transport system most trips are made with public transport because high convenience and comfort makes travelling with public transport attractive. In terms of emissions, including noise, the vehicles are environmentally sustainable, locally as well as globally. Vehicles are energy-efficient and the primary energy stems from renewable sources. Costs are reasonable for all involved, from passengers, bus operators and transport authorities to vehicle manufacturers. The system is thus commercially viable on its own merits. This thesis presents the results from three projects involving different concept buses, all with different powertrains. The first two projects included technical evaluations, including tests, of two different fuel cell buses. The third project focussed on development of a series hybrid-bus with internal combustion engine intended for production around 2010. The research on the fuel cell buses included evaluations of the energy efficiency improvement potential using energy mapping and vehicle simulations. Attitudes to hydrogen fuel cell buses among passengers, bus drivers and bus operators were investigated. Safety aspects of hydrogen as a vehicle fuel were analysed and the use of hydrogen compared to electrical energy storage were also investigated. One main conclusion is that a city bus should be considered as one energy system, because auxiliaries contribute largely to the energy use. Focussing only on the powertrain is not sufficient. The importance of mitigating losses far down an energy conversion chain is emphasised. The Scania hybrid fuel cell bus showed the long-term potential of fuel cells, advanced auxiliaries and hybrid-electric powertrains, but technologies applied in that bus are not yet viable in terms of cost or robustness over the service life of a bus. Results from the EU-project CUTE show that hydrogen fuelled fuel cell buses are viable for real-life operation. Successful operation and public acceptance show that focus on robustness and cost in vehicle design were key success factors, despite the resulting poor fuel economy. Hybrid-electric powertrains are feasible in stop-and-go city operation. Fuel consumption can be reduced, comfort improved, noise lowered and the main power source downsized and operated less dynamically. The potential for design improvements due to flexible component packaging is implemented in the Scania hybrid concept bus. This bus and the framework for its hybrid management system are discussed in this thesis. The development of buses for a more sustainable urban transport should be made in small steps to secure technical and economical realism, which both are needed to guarantee commercialisation and volume of production. This is needed for alternative products to have a significant influence. Hybrid buses with internal combustion engines running on renewable fuel is tomorrow’s technology, which paves the way for plug-in hybrid, battery electric and fuel cell hybrid vehicles the day after tomorrow.
QC 20100722

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Kwon, Sung Moon. "The Effects of Urban Containment Policies on Commuting Patterns." Thesis, Portland State University, 2015. http://pqdtopen.proquest.com/#viewpdf?dispub=3711693.

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During the past several decades, most U.S. metropolitan areas have experienced strong suburbanization of housing and jobs (i.e., urban sprawl). The sprawl that arises from urban growth has become a big issue in many metropolitan areas in the U.S. In response, there has been increased interest in urban containment policies. There are contrasting views (planning-oriented vs. market-oriented) of urban sprawl and urban containment policies. Planning-oriented scholars asserted the problems of `geographic sprawl (GS)' and the positive effects of urban containment polices, while market-oriented scholars asserted the problems of `economic sprawl (ES)' and the negative or negligible effects of urban containment policies. Therefore, this dissertation analyzed whether urban containment policies affect urban sprawl, employment center formation, and urban commuting.

The results of this dissertation indicate that urban containment policies play an important role in affecting urban sprawl, employment center formation, and urban commuting, as well as explaining the contrasting views (planning-oriented vs. market-oriented) of urban containment policies. Implementing urban containment policies can produce positive effects such as compact development, which can promote J-H balance. However, as seen in the relationship between urban containment policies, urban sprawl and housing values, stronger urban containment policies can produce negative effects, such as traffic congestion and an increase in housing prices.

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Moody, Matthew. "The case for transition to a sustainable transport system in Stellenbosch." Thesis, Stellenbosch : Stellenbosch University, 2012. http://hdl.handle.net/10019.1/20442.

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Thesis (MPhil)--Stellenbosch University, 2012.
ENGLISH ABSTRACT: Human existence in its current form is unsustainable. Urban transport systems are one of the chief contributors to this problem due to the dominant role of the car. Car dominated transport systems have a number of serious impacts on social, economic and ecological systems which collectively suggest they are not sustainable. The complex, global “system of automobility”, a powerful socio-technical regime, ensures that car dominated transport systems endure, despite the serious problems they generate. In the face of the power and resilience of this system, there are examples around the world of urban areas which have implemented transport initiatives which depart from the dominant paradigm of automobility. They have successfully provided viable alternatives to the car, facilitated urban forms which are supportive of green modes and “reconquered” scarce urban space from the automobile. However, there are a multitude of barriers to any transition to sustainable urban transport systems. These can only be overcome through the related processes of contestation and innovation. The case of Stellenbosch is a local expression of the global “system of automobility”. Through a combination of infrastructure, urban form, institutions, beliefs and ways of life, this system is perpetuated at a local level. In a highly inequitable developing country context, this is particularly problematic. A town primarily designed to service car mobility is best suited to the reproduction of the middle class. The poor, and others without access to a car, are at a disadvantage and movement by green modes is, everywhere, discouraged. And yet, there are a number of innovative initiatives occurring within the town which depart from the dominant paradigm, contesting its continued dominance. The path towards transition is at all times uncertain. However, it is possible to enhance the potential for transition by strengthening existing niches, contesting existing regimes and preparing for the imminent increase in landscape pressure generated by climate change and resource scarcity.
AFRIKAANSE OPSOMMING: Menslike bestaan in sy huidige vorm is onvolhoubaar. Stedelike vervoerstelsels is een van die belangrikste bydraers tot hierdie probleem weens die oorheersende rol van die motor. Vervoerstelsels waar die motor die botoon voer het ‘n aantal ernstige gevolge op maatskaplike, ekonomiese en ekologiese stelsels wat gesamentlik daarop dui dat sodanige stelsels nie volhoubaar is nie. Die komplekse, globale “stelsel van motorvervoer”, ‘n kragtige sosio-tegniese regime, verseker dat vervoerstelsels waar die motor die botoon voer in stand gehou word, ondanks die ernstige probleme wat hulle skep. Met inagneming van die krag en veerkragtigheid van hierdie stelsel bestaan daar oral in die wêreld voorbeelde van stedelike gebiede wat vervoerinisiatiewe geïmplementeer het wat afwyk van die oorheersende paradigma van motorvervoer. Hulle het uitvoerbare alternatiewe vir die motor suksesvol verskaf, stedelike vorme wat groen gebruike ondersteun gefasiliteer en skaars stedelike ruimte van die motorvoertuig “herwin”. Daar is egter ‘n menigte hindernisse in die pad van enige oorgang tot volhoubare stedelike vervoerstelsels. Dit kan slegs oorkom word deur die verwante prosesse van verset en innovering. Die geval van Stellenbosch is ‘n plaaslike uitdrukking van die globale “stelsel van motorvervoer”. Deur ‘n kombinasie van infrastruktuur, stedelike vorm, instellings, gebruike en lewenswyses word hierdie stelsel op ‘n plaaslike vlak bestendig en behou. Teen die agtergrond van ’n uiters onregverdig ontwikkelende land is dit in die besonder problematies. ‘n Dorp wat in die eerste plek uitgelê is om vervoer wat op motors berus, te bedien, is veral geskik vir die reproduksie van die middelklas. Die armes en diegene sonder toegang tot ‘n motor word benadeel en beweging met behulp van groen wyses word oral ontmoedig. En tog kom daar ‘n aantal vernuwende inisiatiewe in die dorp voor wat afwyk van die oorheersende paradigma wat die voortgesette oorheersing daarvan beveg. Die weg na oorgang is te alle tye onseker. Dit is egter moontlik om die potensiaal vir oorgang te verbeter deur versterking van bestaande nisse, bestryding van bestaande regimes en voorbereiding vir die toenemende druk op die landskap weens klimaatsverandering en die skaarste aan hulpbronne.

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Gim, Tae-Hyoung. "Utility-based approaches to understanding the effects of urban compactness on travel behavior: a case of Seoul, Korea." Diss., Georgia Institute of Technology, 2013. http://hdl.handle.net/1853/50331.

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Automobile use is associated with significant problems such as air pollution and obesity. Decisions to use the automobile or its alternatives, including walk, bicycle, and public transit, are believed to be associated with urban form. However, in contrast to the hypothesis that compact urban form significantly reduces automobile travel, previous studies reported only a modest effect on travel behavior. These studies, largely built on microeconomic utility theory, are not sufficient for assessing the effect of compactness, for several reasons: (1) The studies postulate that travel invokes only disutility, but travel may also provide intrinsic utility or benefits insomuch as people travel for its own sake; (2) the studies have traditionally focused on how urban compactness reduces the distance between trip origin and destination and accordingly reduces trip time, but urban compactness also increases congestion and reduces trip speed, and thus increases trip time; and (3) the studies have mostly examined automobile commuting, but people travel for various purposes, using different travel modes, and the impact of urban compactness on the utility of non-automobile non-commuting travel has not been duly examined. On this ground, to better explain the effects that urban compactness has on travel behavior, this dissertation refines the concept of travel utility using two additions to the microeconomic utility theory: activity-based utility theory of derived travel demand and approaches to positive utility of travel. Accordingly, it designs a conceptual model that specifies travel utility as an intermediary between urban compactness and travel behavior and examines the behavior associated with and utility derived from travel mode choices for alternative purposes of travel. Twenty individual models are derived from the conceptual model and tested within the context of Seoul, Korea, using a confirmatory approach of structural equation modeling and data from geographic information systems and a structured sample survey, which is initially designed and validated by semi-structured interviews and subsequent statistical tests. By comparing the individual models, this research concludes that the urban compactness effect on travel behavior, represented by trip frequencies and supplemented by mode shares, is better explained when travel utility is considered and if travel purposes are separately examined. Major empirical findings are that urban compactness affects travel behavior mainly by increasing the benefits of travel in comparison to its modest effect on the cost reduction and people’s behavioral response to urban compactness is to shift modes of commuting travel, decrease travel for shopping, and increase travel for leisure. These purpose-specific findings have implications for transportation planners and public health planners by assisting them in linking plans and policies concerning urban compactness to travel purposes.

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Heyns, Werner. "Urban congestion charging : road pricing as a traffic reduction measure / W. Heyns." Thesis, North-West University, 2005. http://hdl.handle.net/10394/523.

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Urban traffic congestion is recognised as a major problem by most people in world cities. However, the implementation of congestion reducing measures on a wide scale eludes most world cities suffering from traffic congestion, as many oppose the notion of road pricing and despite economists and transportation professionals having advocated its benefits for a number of decades. The effects of road pricing have attracted considerable attention from researchers examining its effects, as it is thought to hold the key in understanding and overcoming some inherent obstacles to implementation. Unfortunately, many of the attempts consider the effects in isolation and with hypothetical, idealised and analytical tools, sometimes loosing sight of the complexities of the problem. This research empirically investigates the effects of road pricing in London, and identifies factors, which may prove to sustain it as a traffic reduction instrument. The results indicate that an integrated approach has to be developed and implemented, based upon the recognition of local perceptions, concerns, aspirations and locally acceptable solutions, if the acceptance of road pricing is to be improved. The key to dealing with the effects of road pricing, is to encourage a concerted effort by various stakeholders developing strategies considering a range of differing initiatives, coordinating and managing them in the realm of the political-economic context in which they exist.
Thesis (M.Art. et Scien. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2005.

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Lima, Renato da Silva. "Bases para uma metodologia de apoio à decisão para serviços de educação e saúde sob a ótica dos transportes." Universidade de São Paulo, 2003. http://www.teses.usp.br/teses/disponiveis/18/18137/tde-17122003-145512/.

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Um dos problemas que afetam as cidades brasileiras é a falta de uma metodologia adequada para a implantação de equipamentos coletivos públicos (escolas, postos de saúde, entre outros), e da utilização de modo racional desses equipamentos. Esse foi o ponto de partida para esse trabalho, cujo objetivo principal foi desenvolver uma ferramenta de análise espacial para auxiliar o poder público no planejamento e na gestão dos serviços públicos de educação e saúde, no que concerne basicamente à melhor localização das unidades básicas de atendimento e à melhor distribuição dos usuários por essas unidades, buscando reduzir os custos de transporte. Após uma avaliação da atual política de distribuição e utilização dos equipamentos coletivos de educação e saúde no Brasil e no mundo, foi realizada uma análise dos conceitos relativos às ferramentas de apoio a problemas de decisão de caráter espacial, particularmente os Sistemas de Apoio à Decisão Espacial (SADE). De posse dessa base conceitual, buscou-se formular as bases de um sistema (ou uma metodologia) que apoiasse a implantação de novos equipamentos coletivos e uma utilização eficiente dos equipamentos já existentes, tendo como parâmetro principal de comparação o custo de deslocamento dos usuários. Esse sistema deveria ser adequado à realidade das cidades médias brasileiras, de maneira geral hoje inseridas num cenário de falta de planejamento e de ausência de bases de dados estruturadas (e atualizadas). Ainda, como proposta adicional, procurou-se incorporar como ferramentas de apoio ao sistema algumas técnicas emergentes que, embora relativamente pouco utilizadas no planejamento urbano até o presente momento, apresentam grande potencial para tal. São elas: os Autômatos Celulares (ou CA, Cellular Automata) e as Redes Neurais Artificiais (RNA). Os fundamentos do sistema concebido foram transpostos para uma aplicação prática desenvolvida em um Sistema de Informações Geográficas (SIG) através de um estudo de caso conduzido na cidade de São Carlos (SP), cujos resultados demonstraram que quando se pensa em otimizar os custos de deslocamento, a principal ação a ser empreendida é a redistribuição da demanda às unidades de oferta, antes de se pensar na abertura de novas unidades. Mais importante do que os resultados numéricos obtidos, foi a confirmação de que é possível se utilizar as diversas ferramentas de planejamento e gestão de modo integrado. A partir dessa metodologia, um investimento em desenvolvimento de software pode levar à construção de um efetivo Sistema de Apoio à Decisão Espacial. De maneira mais geral, pode-se afirmar que a obtenção de dados é o grande obstáculo para pesquisas dessa natureza. A montagem de uma base de dados sólida e confiável é, sem dúvida, o ponto crucial para a execução de projetos potencialmente bem sucedidos
One of the main problems faced by brazilian cities is the lack of adequate methodologies for the implementation and rational use of public service facilities (such as schools and health care centers). That was the starting point in the definition of the main objective of the present work, which is the development of a spatial analysis tool for seeking an optimal arrangement of primary health and education facilities, in order to reduce transportation costs. The use of such a tool in the public administration is important not only for planning but also for management purposes. The study starts with an investigation of approaches that have been used in real cases, in cities of different countries, to define health and education facility types and their distribution. A careful analysis of location-allocation concepts and analysis tools for the solution of spatial problems, with particular emphasis on the Spatial Decision Support Systems (SDSS), was also conducted. The system (or methodology) proposed, which was meant to support the process of location of new facilities and also an efficient use of the existing ones while reducing transportation costs, was based on that conceptual framework. The system was directed to the context of brazilian medium-sized cities, where planning concepts are not widely applied and even the databases available are sometimes very limited and frequently outdated. The system design looked for both traditional and innovative approaches and computer-based techniques, such as Cellular Automata (CA) and Artificial Neural Networks (ANN). These techniques, although not yet extensively applied in urban planning and management, seem to be promising alternatives for those activities. The integration of the different tools and techniques was tested in a practical application carried out in the city of São Carlos (SP) and developed in a Geographic Information System (GIS) environment. The results drawn from the application are clear: the main action to reduce the transportation costs in the case studied was a re-distribution of the demand. It was considerable, despite the fact that not a single facility has been added. Another important outcome of the research was the confirmation of the hypothesis that the distinct planning and management tools tested could be used in an integrated approach. Therefore, the methodology discussed here could effectively become a Spatial Decision Support System only by means of software development for building the system interfaces. As a general conclusion, the data gathering problems still seem to be the main barrier for research development in this area. Consequently, the construction of solid and reliable databases is undoubtedly a key point to start any potentially successful project

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Muvirimi, Nyasha. "Application of value for money assessment in public-private partnerships in the road transport sector : a case of the N4 (East) toll road." Thesis, Stellenbosch : Stellenbosch University, 2012. http://hdl.handle.net/10019.1/95586.

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Thesis (MDF)--Stellenbosch University, 2012.
ENGLISH ABSTRACT: The purpose of this research was to understand how value for money (‘VfM’), an important decision pillar in public procurement, is applied in South Africa, and compare the VfM regulated framework with other global practices in the United Kingdom, Canada, Australia, Singapore and Hong Kong. VfM is applied when deciding the most appropriate procurement method that utilises public funds in the most cost effective, equitable and transparent manner. Although VfM is vital in the public sector, it is one of the most misunderstood and controversial procurement aspects. The various actors in public procurement processes tend to complicate this key aspect due to their conflicting objectives in relation to a given project. Chief among these are the political influences on the public managers, which tend to manipulate the procurement choice. Consequently over the years, the VfM assessments performed before selecting a procurement method have not been publicly available, thereby increasing concern on whether VfM is achieved, particularly when involving the private sector through public-private partnership (‘PPP’) arrangements. The study explores the various components of VfM, which are the public sector comparator, risk allocation mechanisms, particularly for the road sector projects, discount rates and post project implementation monitoring systems. More importantly, the research analysed how these various aspects were assessed on procuring the N4 toll road. South African National Road Agency SOC Limited (‘SANRAL’), although it did not have the benefit of a PPP guideline as is the case now, it performed extensive feasibility studies and held a transparent procurement process before selecting the private sector party to the PPP. Interestingly, project that was pre-identified as a PPP procurement model and had political support from both the Mozambique and South African governments from inception in order to make it work. The comparative analysis of the South African PPP framework and the selected global PPP markets revealed that the local VfM guidelines were comparable in most aspects such as the PSC construction and risk management methodologies. However, the South African practices could be further improved with increased transparency incorporated in the procurement process such as the publication of the PPP contract once finalised – a practice common in the developed markets analysed. This will go a long way to increasing acceptance of the PPP procurement model in a market that is tainted with mistrust of same. There is need for the civil servants to be trained on the VfM assessment processes so that such analyses are not limited to PPP-type projects, but to conventionally-procured infrastructure projects for increased accountability and effective use of public funds.

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Alshebli, Abdulla. "Improving capabilities and strategic fit in governmental agencies : the case of Abu Dhabi Government infrastructure sector." Thesis, University of Wolverhampton, 2016. http://hdl.handle.net/2436/609013.

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The notion of Strategic Fit has been and remains to be one of the most important arguements in the fields of business strategy and strategic management. This research study examines the key concept of ‘strategic fit’ and its associated theories and seeks to investigate the causes that have created ‘strategic drift’ in Abu Dhabi’s governmental agencies in the infrastructure sector with the aim of improving their performance. However, for organisations, public or private, it still remains to be the most important notion and one that cannot be ignored because it is about the success of the organisation in its external environment where all competitive activity takes place. Thus, there are many underlying factors such as organisational culture, structure and organisational history that impact, or influence, the level of fit that organisations achieve. Therefore it is imperative that research is further undertaken on a deeper and wider level to fully understand the concept and importance of strategic fit and how it can be achieved. Hence, a research study in this area, especially in developing cities such as Abu Dhabi, is well justified and needed. The lack of strategic fit that has been witnessed in the Abu Dhabi’s infrastructure sector over the past few years continues to be, and it is a clear indication of a developing mismatch between the government and its policies and the agencies that implement them. However, this is clearly a major issue for the government going forward, if polices are developed with no clear understanding of the available resources and capabilities. Similarly, the study also seeks to determine why a strategic fit has not been achievable by the Abu Dhabi government. Though the government has developed policies to better serve its people, it continuously faces issues of policies not being implemented, or being implemented too late and targets not been met according to the original brief. It has been identified that there are numerous deficiencies between the various government agencies in the infrastructure sector in terms of keeping pace with governmental policies - consequently, resulting in strategic gaps with an increasing possibility of a possible strategic drift, if these issues are not addressed effectively and in a timely manner. The study further wishes to explore if strategic gaps have occurred as a result of inherent cultural, historical, political and/or structural aspects of the Abu Dhabi government and its numerous agencies – simply because these issues can be seen as preventative to change and progress which, in turn, can lead to strategic gaps and strategic drift in the long term. The research paradigm selected for this research study is that of the pragmatist approach and subsequently the key methodology employed throughout this research is that of the mixed methods. That mixed methods research is an intellectual and practical synthesis based on qualitative and quantitative research. Also, This research provides a summary of the important findings, proved hypotheses, achieved aim and objectives, and significant contribution to the knowledge of strategic management through the development of the “Community Innovation Scheme”, the “3-Spectrums of Change”, the “4Ms Change Model”; and the resulting framework model; the “Government Strategy Model”.

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Bayareddy, Venkata Subbarao. "Determination of Ineffective Flow Areas in Bridge Modeling Using HEC-RAS by Locating Ineffective Flow Stations." University of Dayton / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1462356833.

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Dias, Felipe Ferreira. "Contribuições ao estudo de implantação de pedágio urbano em São Paulo." Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-16022016-103221/.

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A Região Metropolitana de São Paulo (RMSP) sofre de sérios problemas de congestionamento, assim como muitas outras cidades de grande porte. Uma possível solução, proposta por pesquisadores de transportes, economia e ciências ambientais, é a implantação de um sistema de congestion charging, chamada no Brasil de pedágio urbano. Um dos objetivos do presente trabalho foi estabelecer os conceitos relacionados a este assunto e ilustrar as principais questões relacionadas à sua implantação. Espera-se que este trabalho possa auxiliar o desenvolvimento de estudos de avaliação da viabilidade e de impactos de sistemas propostos de congestion charging. Para atingir este objetivo, toca-se em diversos assuntos, como a definição de congestionamento e as formas de medi-lo, a base conceitual e teórica dos sistemas de congestion charging e seus diversos esquemas de diferenciação. São expostas também as medidas de mitigação de congestionamento que já foram implantadas na RMSP, quais foram os estudos já desenvolvidos considerando este tipo de política para a RMSP, e casos em que sistemas de congestion charging já foi implantado. Neste trabalho, desenvolveu-se também um modelo de escolha discreta a partir dos dados da Pesquisa Origem e Destino 2007 do METRÔ, onde pessoas deveriam escolher entre \"Transporte Coletivo\" e \"Transporte Público\". Este modelo foi utilizado para avaliar o potencial de impacto na divisão modal e de arrecadação de um congestion charge aplicado ao centro expandido de São Paulo. Adverte-se, porém, que os resultados obtidos são meramente ilustrativos. Mostra-se, também, que é possível avaliar a capacidade ociosa do sistema de transporte coletivo a partir dos dados disponíveis de bilhetagem e de GPS dos ônibus. Este processo é exemplificado através do cálculo de capacidade de uma única viagem de um único ônibus, dada a dificuldade de automatização deste processo para abranger toda a frota.
The São Paulo Metropolitan Region (SPMR) suffers from severe traffic congestion, as do many other large-scale urban areas around the world. A possible solution to this issue, which has been suggested by transportation, economics and environmental researchers, is the implementation of a congestion charging system. One of the objectives of this project is to establish clear concepts and shed light on the main issues regarding these systems by means of a comprehensive literary review. It is expected that this project may help the development of in-depth studies carried in order to evaluate the viability and impacts of congestion charging proposals. In order to achieve this goal, many subjects are addressed, such as the definition of congestion, how its measured, the theoretical backgrounds that support congestion charging schemes, their different degrees of differentiation, which policies were enacted in order to reduce traffic congestion in São Paulo, what considerations and studies have already been developed for Brazil and São Paulo regarding these systems and where have these systems been successfully installed. Later chapters deal with another goal of this project: estimating how a congestion charging system would affect SPMR. This was achieved through a multinomial logit model, where decision-makers choose between \"Public Transportation\" and \"Private Automobile\". The results presented at this phase are merely indicative of certain tendencies and should not be considered final. This project also attempts to show that given the available Automated Fare Collection (AFC) data and Automated Vehicle Location (AVL) data, it is possible to estimate the current public transportation system\'s unused capacity. The author shows this by calculating the capacity of one bus trip using these data, but also explains the difficulties of expanding this analysis to the whole of SPMR\'s public transportation system.

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Wynn, James Joshi. "Open Space Cluster Developments to Conservation Subdivisions: Standards and Management Plans Influencing Conservation Goals." Ohio University / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1219345472.

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An, Chloe. "An Assessment of the Sharing Economy and Its Policy Solutions Through the Lens of Sustainability." Scholarship @ Claremont, 2018. http://scholarship.claremont.edu/pomona_theses/189.

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This senior thesis in environmental analysis explores the promise of sustainability of the sharing economy, its shortcomings from this positive potential, and possible policy solutions to help it reach its fullest, positive potential. At its core, the sharing economy enables shared access to goods and services that would otherwise sit in idle or underutilized capacity – popular platforms such as Uber, Lyft, Airbnb, and craigslist all fall within the sharing economy. By enabling affordable and convenient access to goods that would otherwise sit idle, the sharing economy encourages maximal use of a good that already exists rather than seeking out the production of new goods to meet demand. Unfortunately, as it grows, the sharing economy moves away from this key environmental promise because of two central challenges: first, a shift away from maximal resource use, the central pillar of its promise of sustainability, and second, negative side effects that arise from a lack of regulation of the decentralized economy. Therefore, appropriate public policy is needed to both regulate the decentralized economy to minimize negative behaviors and to encourage the positive behaviors of the sharing economy.

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Uppoor, Sandesh. "Understanding and Exploiting Mobility in Wireless Networks." Phd thesis, INSA de Lyon, 2013. http://tel.archives-ouvertes.fr/tel-00912521.

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Le degré de pénétration du marché des appareils intelligents tels que les smartphones et les tablettes avec les technologies de communication embarquées comme le WiFi, 3G et LTE a explosé en moins d'une décennie. En complément de cette tendance technologique, les appli- cations des réseaux sociaux ont virtuellement connecté une grande partie de la population, en génèrant une demande de trafic de données croissant vers et depuis l'infrastructure de com- munication. Les communications pervasive ont aussi acquis une importance dans l'industrie automobile. L'émergence d' une gamme impressionnante d' appareils intelligents dans les véhicules permettant services tels que assistance au conducteur, infotainment, suivi à dis- tance du vehicule, et connectivité àux réseaux sociaux même en déplacement. La demande exponentielle de connectivité a encore défié les fournisseurs de services de télécommunications pour répondre aux attentes des utilisateurs du réseau à grande vitesse. L'objectif de cette thèse est de modéliser et comprendre la mobilité dynamique des utilisateurs à grande vitesse et leurs effets sur les architectures de réseau sans fil. Compte tenu de l' importance du développement de notre étude sur une représentation réal- iste de la mobilité des véhicules, nous étudions tout d'abord les approches les plus populaires pour la génération de trafic routier synthétique et discutons les caractéristiques des ensem- bles de données accessibles au public qui decrivent des mobilités véhiculaires. En utilisant l'information des déplacements de la population dans une région métropolitaine, les données du réseau routier détaillées et des modèles réalistes de conduite microscopiques, nous pro- posons un jeux de données de mobilité véhiculaire original qui redéfinit l'état de l'art et qui replie la circulation routière de facon realiste dans le temps et dans l'espace. Nous étudions ensuite l'impact des dynamiques de mobilité du point de vue de la couverture cellulaire en présence d'un déploiement réel des stations de base. En outre, en examinant les effets de la mobilité des véhicules sur les réseaux autonomes, nous voyons des possibilités pour les futurs paradigmes de réseaux hétérogènes. Motivés par l'évolution dynamique dans le temps de la mobilité des véhicules observée dans notre jeux de données, nous proposons également une approche en ligne pour prédire les flux de trafic macroscopiques. Nous analysons les paramètres affectant la prédiction de la mobilité en milieu urbain. Nous dévoilons quand et où la gestion des ressources réseau est plus crucial pour accueillir le trafic généré par les utilisateurs à bord. Ces études dévoilent des multiples opportunités de gestion intelligente des transports, soit pour construire de nouvelles routes, soit pour l'installation de bornes de recharge électriques, ou pour la conception de systèmes de feux de circulation intelligents, contribuant ainsi à la planification urbaine.

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Lee, Marisa Rene. "BICYCLE TOURISM PLAN FOR ECONOMIC DEVELOPMENT: A TEMPLATE FOR RURAL AGRICULTURAL TOWNS AND A CASE STUDY FOR THE CITY OF WINTERS, CALIFORNIA." DigitalCommons@CalPoly, 2015. https://digitalcommons.calpoly.edu/theses/1383.

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Bicycling is a method of tourism transportation that is healthy, non-invasive, environmentally responsible, and economically sustainable. It allows freedom, mobility, and sightseeing potential that is not made possible by other modes of transit. Thousands of bicycle tourists travel from all over the globe annually to explore California on touring bikes via established cycling routes and robust determination. Thousands of additional domestic and international visitors take weekend trips, plan family vacations, travel for business, or tour California from abroad, many of whom are excellent candidates for local and regional bicycle touring at a more gentle intensity level. The increasing popularity and prominence of bicycle tourism, among both domestic and international travelers, carries great potential for economic benefit to local communities. Rural and agricultural communities can particularly benefit from bicycle tourism, as these communities do not normally experience the benefits of tourism as significantly as their urban, coastal or mountainous neighbors. Tourism that is developed in accordance with the size, scale, constraints and character of a particular community can have a beneficial effect on the economics and industry of the area. Infrastructure projects to this effect, such as development of a town or regional trail system, wayfinding features, or other resources come with benefits for visitors and locals in the form of recreation, public health, mobility, and access to food, drink, amenities, scenic areas, jobs and commerce. Trails may further improve the economy of the local housing market, as proximity to trails has a positive effect on housing values. Incorporation of agricultural destinations into local tourism planning creates a draw for visitors and can become a mutually beneficial relationship – contributing to the economic stability of the agriculture industry, preserving local farm lands, increasing tourism revenue and educating the public on the importance of local farming. Through careful planning of the touristic components of the destination, rural communities can achieve multifaceted economic benefits of diverse and versatile tourism amenities.

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Chevrolet, Dominique. "Deux études de transport urbain : ordonnancement des phases d'un carrefour, modèles désagrégés de déplacements dans l'agglomération grenobloise." Phd thesis, Grenoble 1, 1986. http://tel.archives-ouvertes.fr/tel-00321160.

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La première partie de la thèse est consacrée au problème de la gestion des feux tricolore d'un carrefour, et la deuxième partie s'inscrit dans le cadre plus général de la modélisation des déplacements urbains

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Montagnon, Florent. "Construire le stable et l’instable : la gestion du personnel d’exécution des transports publics urbains lyonnais (1894-1948)." Thesis, Lyon 2, 2009. http://www.theses.fr/2009LYO20054.

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Le réseau des transports urbains lyonnais est exploité par la Compagnie des omnibus et tramways de Lyon (OTL), société anonyme fondée en 1879. Comme toutes les entreprises de service public, l’OTL octroie à certains de ses salariés, les « titulaires », des garanties d’emploi et des avantages sociaux en avance sur la législation. Grâce à des normes dans l’organisation du travail, la plupart des titulaires ont un emploi du temps et des affectations préétablis. Toutes ces dispositions sont définies dans des contrats collectifs de travail résultant de négociations avec le puissant syndicat cégétiste, au cours desquelles interviennent fréquemment les collectivités locales, ville de Lyon et département du Rhône.Mais l’OTL doit adapter ses effectifs aux variations de la charge de travail et cherche à réduire les dépenses de personnel. Elle définit dès le début du XXe siècle des formes de flexibilité qui s’articulent autour des rythmes, des temps et des postes de travail. Jusqu'en 1949, tous les salariés sont embauchés avec des contrats où se combinent durées déterminées ou indéterminées de l’emploi avec le travail à temps partiel ou à temps plein, avant d'obtenir éventuellement une place plus stable : les « auxiliaires » travaillent uniquement le dimanche, ou bien les jours de semaine mais uniquement selon les besoins du service et peuvent être licenciés sans indemnité. La flexibilité affecte aussi les titulaires, essentiellement au début de leur carrière.Des tendances fortes se dégagent. Premièrement, la conceptualisation et la sophistication des formes de flexibilité sont concomitantes de la construction du statut des titulaires. Deuxièmement, les normes temporelles du travail sont de plus en plus complexes. Troisièmement, la main-d’œuvre se partage entre des titulaires qui restent trente ans dans l’entreprise et de très nombreux auxiliaires ou titulaires présents quelques semaines seulement, démissionnaires à cause des salaires médiocres et des conditions de travail mauvaises
The public transportation system of Lyons – France’s second most populous city, is operated by the Compagnie des omnibus et tramways de Lyon (OTL). This private corporation was founded in 1879. In common with all French public service companies, OTL pre-empted employment legislation by providing employment guarantees and social benefits for certain grades employees, the “incumbents”. Thanks to working rules, most of incumbents, employees with set schedule and assignement, were able to forecast forthcoming hours or working places. All these measures were defined in the collective agreements which OTL entered into with the strong union and the local authorities – the city of Lyons and the département du Rhône.But OTL also had to adapt its workforce to the numbers of passengers conveyed and kilometers covered against a background of wild workload fluctuations and sought to reduce costs. So as early as the dawn of the 20th century the OTL company defined flexible working practices built around working paces, times and occupations. Until 1949, all staff was hired with employment contracts that combined open or fixed-term contracts with part-time or full-time work, before they possibly were offered a more stable post: the “casuals” were hired to work only on Sundays or weekdays on an as needs basis and could be fired without compensation. Internal flexibility also affected the “incumbents”, primarily at the start of their careers.Three strong trends emerge from analyzing the history of OTL personnel management. First, the conceptualization and sophistication of flexible practices were concomitant with the advent of guarantees achieved by the incumbents. Second, the temporal working rules became more and more complex. Third, the workforce was divided between incumbents who stayed in the firm thirty years and lots of casuals or incumbents who resigned because of low wages and flexibility, who worked a few weeks

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Rother, Mirian Stella. "A mobilidade por bicicletas em Piracicaba - SP: aspectos culturais, ambientais e urbanísticos." Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/91/91131/tde-28092016-165613/.

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Há cerca de uma década, a inserção da bicicleta como modal de transporte regular em diversas cidades brasileiras vem colaborando para a paisagem da mobilidade urbana no país tornar-se mais sustentável. Esta pesquisa teve por objeto estudar a prática do ciclismo utilitário1 em Piracicaba - SP, de modo a identificar e dimensionar quais os fatores culturais e características ambientais e urbanísticas concorrem para o uso da bicicleta como meio de transporte, e suscitar as possíveis contribuições de sua inclusão no sistema de mobilidade urbana local, com vistas à construção de uma cidade socialmente mais justa, ambientalmente mais adequada, e apta para oferecer maior qualidade de vida aos seus habitantes. A pesquisa foi realizada em três eixos: o primeiro dedicado a conhecer a cultura de mobilidade da cidade e sua dinâmica, à exploração e análise das políticas públicas específicas destinadas ao setor, à compreensão do posicionamento de gestores públicos e técnicos sobre as orientações das intervenções urbanas realizadas ou por realizar, e à compreensão e análise das práticas ativistas pró-mobilidade sustentável da cidade, em especial, as ações dos cicloativistas, como expressões de mudanças na cultura de mobilidade local; o segundo foi estruturado com o propósito de conhecer o perfil sociocultural e econômico do ciclista utilitário de Piracicaba, suas motivações, representações, hábitos, demandas e percepções sobre a paisagem urbana; e o terceiro buscou caracterizar as condições ambientais onde ocorre a prática do ciclismo utilitário em Piracicaba. O estudo mostra que a cultura de mobilidade local foi conformada pelas políticas públicas rodoviaristas2 adotadas na cidade, que implicaram em sucessivas intervenções urbanas que desestimularam o uso de modalidades não motorizadas e coletivas de transporte; mas apesar disto, a bicicleta nunca deixou de ser utilizada por trabalhadores e estudantes, e que características ambientais, como o relevo acidentado e o clima quente da cidade não são empecilhos para a prática do ciclismo utilitário, ou mesmo para a construção de uma cidade ciclável3. 1 Ciclismo utilitário compreende qualquer ciclismo que não seja primariamente praticado para fins de exercício físico, de recreação ou de esporte (...). É o tipo de ciclismo mais comum em todo o mundo. O ciclismo utilitário ou \"transportacional\" geralmente envolve deslocamentos a curta e média distância. Inclui ida ao trabalho, à escola, à faculdade, ou entrega de bens ou serviços. (Fonte: blog Amigos do Pedal Belo Jardim. Disponível em: . Acesso em: 25 jun. 2013. 2 Neste estudo, entende-se por políticas de mobilidade rodoviaristas, intervenções urbanas que privilegiam a circulação de carros no malha viária das cidades, em detrimento de modais de transporte coletivos ou não motorizados. (Fonte: NOBRE, 2012. Disponível em: . Acesso em: 25 jun. 2013. 3 Cidade ciclável é um termo utilizado por inúmeros cicloativistas e especialistas de mobilidade urbana. Para Ricardo Corrêa, sócio da TC Urbes, empresa de consultoria em mobilidade sustentável, a cidade é ciclável quando a bicicleta deixa de ser um meio de transporte alternativo e passa a ser uma alternativa de transporte, como o carro, o transporte coletivo, o andar a pé. (FONTE: Revista VO2, n 81, junho 2012).
It has been a decade since bicycles inserted as a mode of regular transportation in various cities have been cooperating to a more sustainable urban mobility landscape in the country. This research has had as its aim the study of the practice of transportational cycling4 in Piracicaba, State of São Paulo, with the purpose of identifying and giving dimension to cultural factors and environmental and urbanistic characteristics which compete with the use of bicycling as a means of transportation as well as bringing about the possible contributions to its inclusion in the system of local urban mobility taking into account the building of a fairer and more environmental oriented city, and able to offer a higher quality of life to its inhabitants. The research was carried out within three frameworks: the first was dedicated to understand the culture of mobility in the city and its dynamics, to explore and analyze specific public policies destined to the sector, to understand the positioning of public and technical management on the guidance of urban interventions that have already been carried out or to be carried out in the future, and to the understanding and analysis of activist practices for sustainable mobility in the city, in special, the actions of cycling activists, while expressions of changes in the culture of local mobility. The second was structured with the goal of comprehending the sociocultural and economical profile of transportational cyclists in Piracicaba, their motivations, representations, habits, demands, and perceptions on urban landscape. The third was aimed at characterizing the environmental conditions where transportational cycling practice takes place in Piracicaba. The study shows that the culture of local mobility has been structured according to the road users public policies adopted by the city which have implied in successive urban interventions discouraging the use of non-motorized and collective modes of transportation. Nevertheless, bicycles have never been forgotten by workers and students. Environmental characteristics such as rugged terrain and warm weather in the city are no obstacles to the cycling practice of transportational cycling or even to the construction of bicycle-friendly city5. 4 Transportational cycling comprehends any cycling mode, which is not primary practiced for physical exercises, recreation or sports (...). It is the most common type of cycling in the world. Utility or \"transportational\" cycling generally involves short and medium routes. It includes commuting, going to school, to university and/or the delivery of goods and services. (Source: blog Amigos do Pedal Belo Jardim. Available at http://cdcamigosdopedalj.blogspot.com.br/ 2011/12/ciclismo-utilitario.html. Acesse on June 25th, 2013). 5 Cycling-friendly city is a term used by several urban mobility cycling activists and specialists. For Ricardo Corrêa, TC Urbes\' partner, consulting enterprise on sustainable mobility, the city is cyclingfriendly when the bicycle is no longer a means of transportation and becomes an alternative to transport, as cars, collective transportation, and walking. (SOURCE: VO2 Magazine, n#81, June 2012).

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Simpson, Clare S. "A social history of women and cycling in late-nineteenth century New Zealand." Lincoln University, 1998. http://hdl.handle.net/10182/1693.

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In the final decade of the nineteenth-century, when New Zealand women began riding the bicycle, they excited intense public debate about contemporary middle-class ideals of femininity. The research question posed is: "why did women's cycling provoke such a strong outcry?" Three nineteenth-century cycling magazines, the New Zealand Wheelman, the New Zealand Cyclist, and the New Zealand Cyclists' Touring Club Gazette, were examined, along with numerous New Zealand and British contemporary sources on women's sport and recreation, etiquette, femininity, and gender roles. The context of the late-nineteenth century signifies a high point in the modernisation of Western capitalist societies, which is characterised in part by significant and widespread change in the roles of middle-class women. The bicycle was a product of modern ideas, designs, and technology, and eventually came to symbolise freedom in diverse ways. The dual-purpose nature of the bicycle (i.e., as a mode of transport and as a recreational tool) enabled women to become more physically and geographically mobile, as well as to pursue new directions in leisure. It afforded, moreover, increasing opportunities to meet and socialise with a wider range of male acquaintances, free from the restrictions of etiquette and the requirements of chaperonage. As a symbol of the 'New Woman', the bicycle graphically represented a threat to the proprieties governing the behaviour and movements of respectable middle-class women in public. The debates which arose in response to women's cycling focused on their conduct, their appearance, and the effects of cycling on their physical and moral well-being. Ultimately, these debates highlighted competing definitions of nineteenth-century middle-class femininity. Cycling presented two dilemmas for respectable women: how could they cycle and retain their respectability? and, should a respectable woman risk damaging herself, physically and morally, for such a capricious activity as cycling? Cyclists aspired to reconcile the ignominy of their conspicuousness on the bicycle with the social imperative to maintain an impression of middleclass respectability in public. The conceptual framework of Erving Goffman's dramaturgical perspective is used to interpret the nature of heterosocial interactions between cyclists and their audiences. Nineteenth-century feminine propriety involved a set of performances, with both performers (cyclists) and audiences (onlookers) possessing shared understandings of how signals (impressions) ought to be given and received. Women on bicycles endeavoured to manage the impressions they gave off by carefully attending to their appearances and their behaviour, so that the audience would be persuaded to view them as respectable, despite the perception that riding a bicycle in public was risqué. In this way, women on bicycles attempted to redefine middle-class femininity. Women on bicycles became a highly visible, everyday symbol of the realities of modem life that challenged traditional gender roles and nineteenth-century formality. Cycling for New Zealand women in the 1890s thus played a key part in the transformation of nineteenth-century gender roles.

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Bono, Guillaume. "Deep multi-agent reinforcement learning for dynamic and stochastic vehicle routing problems." Thesis, Lyon, 2020. http://www.theses.fr/2020LYSEI096.

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La planification de tournées de véhicules dans des environnements urbains denses est un problème difficile qui nécessite des solutions robustes et flexibles. Les approches existantes pour résoudre ces problèmes de planification de tournées dynamiques et stochastiques (DS-VRPs) sont souvent basés sur les mêmes heuristiques utilisées dans le cas statique et déterministe, en figeant le problème à chaque fois que la situation évolue. Au lieu de cela, nous proposons dans cette thèse d’étudier l’application de méthodes d’apprentissage par renforcement multi-agent (MARL) aux DS-VRPs en s’appuyant sur des réseaux de neurones profonds (DNNs). Plus précisément, nous avons d’abord contribuer à étendre les méthodes basées sur le gradient de la politique (PG) aux cadres des processus de décision de Markov (MDPs) partiellement observables et décentralisés (Dec-POMDPs). Nous avons ensuite proposé un nouveau modèle de décision séquentiel en relâchant la contrainte d’observabilité partielle que nous avons baptisé MDP multi-agent séquentiel (sMMDP). Ce modèle permet de décrire plus naturellement les DS-VRPs, dans lesquels les véhicules prennent la décision de servir leurs prochains clients à l’issu de leurs précédents services, sans avoir à attendre les autres. Pour représenter nos solutions, des politiques stochastiques fournissant aux véhicules des règles de décisions, nous avons développé une architecture de DNN basée sur des mécanismes d’attention (MARDAM). Nous avons évalué MARDAM sur un ensemble de bancs de test artificiels qui nous ont permis de valider la qualité des solutions obtenues, la robustesse et la flexibilité de notre approche dans un contexte dynamique et stochastique, ainsi que sa capacité à généraliser à toute une classe de problèmes sans avoir à être ré-entraînée. Nous avons également développé un banc de test plus réaliste à base d’une simulation micro-traffic, et présenté une preuve de concept de l’applicabilité de MARDAM face à une variété de situations différentes
Routing delivery vehicles in dynamic and uncertain environments like dense city centers is a challenging task, which requires robustness and flexibility. Such logistic problems are usually formalized as Dynamic and Stochastic Vehicle Routing Problems (DS-VRPs) with a variety of additional operational constraints, such as Capacitated vehicles or Time Windows (DS-CVRPTWs). Main heuristic approaches to dynamic and stochastic problems simply consist in restarting the optimization process on a frozen (static and deterministic) version of the problem given the new information. Instead, Reinforcement Learning (RL) offers models such as Markov Decision Processes (MDPs) which naturally describe the evolution of stochastic and dynamic systems. Their application to more complex problems has been facilitated by recent progresses in Deep Neural Networks, which can learn to represent a large class of functions in high dimensional spaces to approximate solutions with high performances. Finding a compact and sufficiently expressive state representation is the key challenge in applying RL to VRPs. Recent work exploring this novel approach demonstrated the capabilities of Attention Mechanisms to represent sets of customers and learn policies generalizing to different configurations of customers. However, all existing work using DNNs reframe the VRP as a single-vehicle problem and cannot provide online decision rules for a fleet of vehicles.In this thesis, we study how to apply Deep RL methods to rich DS-VRPs as multi-agent systems. We first explore the class of policy-based approaches in Multi-Agent RL and Actor-Critic methods for Decentralized, Partially Observable MDPs in the Centralized Training for Decentralized Control (CTDC) paradigm. To address DS-VRPs, we then introduce a new sequential multi-agent model we call sMMDP. This fully observable model is designed to capture the fact that consequences of decisions can be predicted in isolation. Afterwards, we use it to model a rich DS-VRP and propose a new modular policy network to represent the state of the customers and the vehicles in this new model, called MARDAM. It provides online decision rules adapted to the information contained in the state and takes advantage of the structural properties of the model. Finally, we develop a set of artificial benchmarks to evaluate the flexibility, the robustness and the generalization capabilities of MARDAM. We report promising results in the dynamic and stochastic case, which demonstrate the capacity of MARDAM to address varying scenarios with no re-optimization, adapting to new customers and unexpected delays caused by stochastic travel times. We also implement an additional benchmark based on micro-traffic simulation to better capture the dynamics of a real city and its road infrastructures. We report preliminary results as a proof of concept that MARDAM can learn to represent different scenarios, handle varying traffic conditions, and customers configurations

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Jackson, Etta Delores. "The Role of Geospatial Information and Effective Partnerships in the Implementation of the International Agenda for Sustainable Development." Antioch University / OhioLINK, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=antioch1594291234482502.

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Pompone, Eduardo Cabrini. "Framework para gestão de riscos no transporte rodoviário de produtos perigosos para contribuir com a melhoria da mobilidade urbana." Universidade Nove de Julho, 2017. http://bibliotecatede.uninove.br/handle/tede/1759.

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Submitted by Nadir Basilio (nadirsb@uninove.br) on 2018-04-13T18:18:56Z No. of bitstreams: 1 Eduardo Cabrini Pompone.pdf: 2553567 bytes, checksum: b689c2ddbb4e2081574e60b4948820d0 (MD5)
Made available in DSpace on 2018-04-13T18:18:56Z (GMT). No. of bitstreams: 1 Eduardo Cabrini Pompone.pdf: 2553567 bytes, checksum: b689c2ddbb4e2081574e60b4948820d0 (MD5) Previous issue date: 2017-06-27
Urban areas growth stimulates consumption and, consequently, industrial production. As a result, as the chemicals are consumed by almost all industries, their distribution flow is increasing in cities. By their nature, these products pose risks to society and the environment. Therefore, the intensification of the flow increases the society's exposure to such risks. In this scenario, risk management in the transportation of dangerous products is a topic of academic, public management and managerial concern. The objective of this research is to propose a framework for risk management in the transportation of dangerous products to contribute to urban mobility improvement. The method adopted began with the bibliometric and systematic literature review for the identification of risk factors, mitigation measures and response actions in the transport of dangerous products. These elements made up the theoretical framework analyzed empirically in three case studies of accidents in the transport of dangerous products occurred in the Metropolitan Region of São Paulo from 2006 to 2016. Cases were selected due to the repercussions of the accidents, the occurrence of victims and the availability of respondents. Data collection of multiple cases occurred through documentary research, semi-structured interviews and direct observation. The results showed that there is no linear correspondence between risk, mitigation and response: the elements organize themselves in the form of a broad range of risk factors that converges to a smaller and central group of possible incidents, which, again, diverge for a wider range of consequences. In this structure, there are actions that can prevent the risk factors from triggering the incident (mitigation actions) or that the incident unfolds into consequences (response actions). If the unfolding occurs and reaches the environment, remediation actions of impacts (resilience plan) are also necessary. The structure described was well represented by the bow-tie type tool. It was shown that the tool is suitable for risk management in transporting dangerous products. In addition, it was possible to conclude that: (i) for each risk there is at least one associated mitigation; (ii) for each incident, there are different possible responses, depending, in this case, on the accident characteristics; (iii) for inefficient responses, unfolding consequences may occur, requiring resilience measures (iv) there are transversal mitigation actions, such as the training and collection of transport information, that have the potential to mitigate diverse risks; (v) elements in the Brazilian scenario of dangerous products transportation, that were not yet reported in the literature, should be considered in the framework, such as public safety risk (and associated mitigation actions "use of intelligent traffic lights", "improvement of public safety", "use of cargo escort") and financial compensation as a resilience plan action.
O crescimento das áreas urbanas estimula o consumo e, consequentemente, a produção industrial. Com isso, por serem os produtos químicos consumidos por quase todas as indústrias, seu fluxo de distribuição vem aumentando nas cidades. Por natureza, esses produtos oferecem riscos à sociedade e ao meio ambiente. A intensificação do fluxo aumenta, portanto, a exposição da sociedade a tais riscos. Dessa maneira, a gestão de riscos no transporte de produtos perigosos é um tema de preocupação gerencial, de gestão pública e acadêmica. O objetivo desta pesquisa é propor framework para gestão de riscos no transporte de produtos perigosos para contribuir com a melhoria da mobilidade urbana. O método adotado iniciou-se com a revisão bibliométrica e sistemática da literatura para a identificação dos fatores de risco, ações de mitigação e ações de resposta no transporte de produtos perigosos. Esses elementos compuseram o framework teórico analisado empiricamente em três estudos de caso de acidentes no transporte de produtos perigosos ocorridos na Região Metropolitana de São Paulo entre os anos de 2006 e 2016. Os casos foram selecionados pela repercussão dos acidentes, pela ocorrência de vítimas e pela disponibilidade dos entrevistados. A coleta de dados dos múltiplos casos ocorreu por meio de pesquisa documental, entrevistas semiestruturadas e observação direta. Os resultados demonstraram que não há correspondência linear entre risco, mitigação e resposta: os elementos organizam-se sob a forma de um leque variado de fatores de risco que converge para um grupo menor e central de incidentes possíveis, que novamente diverge para um leque maior de consequências. Nessa estrutura, existem ações que podem evitar que os fatores de risco acionem o incidente (ações de mitigação) ou que o incidente se desdobre em consequências (ações de resposta). Caso os desdobramentos ocorram e atinjam o meio, são necessárias, ainda, ações de remediação dos impactos (plano de resiliência). A estrutura descrita mostrou-se bem representada pela ferramenta do tipo bow-tie. A ferramenta construída mostrou-se adequada para gestão de riscos no transporte de produtos perigosos. Ademais, foi possível concluir que: (i) para cada risco há, ao menos, uma mitigação associada; (ii) para cada incidente, há diferentes respostas possíveis, dependendo, neste caso, das características do acidente; (iii) para respostas ineficientes, desdobramentos poderão ocorrer, sendo necessárias medidas de resiliência; (iv) há ações de mitigação transversais, como o treinamento e levantamento de informações sobre o transporte que têm potencial de mitigar riscos diversos; (v) elementos no cenário brasileiro de transporte de produtos perigosos, ainda não relatados na literatura, devem ser considerado no framework, como o risco de segurança pública (e as ações de mitigação “uso de semáforos inteligentes”, “melhoria da segurança pública” e “uso de escolta de carga”) e compensações financeiras como ação do plano de resiliência.

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Carrouet, Guillaume. "Du TGV Rhin-Rhône au "Territoire" Rhin-Rhône : réticularité, mobilité et territorialité dans un espace intermédiaire." Phd thesis, Université de Bourgogne, 2013. http://tel.archives-ouvertes.fr/tel-00838028.

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La grande vitesse ferroviaire, destinée à réduire les distances-temps entre les grandes métropoles françaises et européennes, conduit à inscrire les espaces intermédiaires dans une situation peu favorable. Fortement polarisé par les grands foyers urbains qui l'encadrent, ce type d'espace est généralement réduit à son unique statut d'aire de transit. Pourtant, la branche Est, premier tronçon du projet de LGV Rhin-Rhône, de par sa dimension régionale, constitue le facteur d'émergence d'un processus de territorialisation de l'aire Rhin-Rhône. Ainsi, l'arrivée de la grande vitesse ferroviaire est à l'origine de la création d'un réseau de villes qui s'étend de Dijon à Bâle. Pour répondre à cette problématique territoriale, l'analyse fine des configurations spatiales, enrichie par l'approche des représentations, permet de voir dans quelle mesure l'aire Rhin-Rhône est, à l'heure actuelle, dépourvue d'une dimension territoriale. Ensuite, l'entrée par les configurations des réseaux de transport et les pratiques de mobilité permettent de voir comment le projet de LGV Rhin-Rhône s'insère au sein de l'aire d'étude. Enfin, les trois formes d'appropriation choisies : les jeux d'acteurs dans la définition du tracé, les projets de valorisation et les stratégies de promotion territoriale associées à la nouvelle offre ferroviaire, visent à montrer comment les perceptions des gains d'accessibilité par les acteurs locaux peuvent conduire à inscrire l'aire Rhin-Rhône dans un processus de territorialisation. Cette recherche met en évidence la difficile adaptation de la grande vitesse ferroviaire à la desserte des espaces intermédiaires. La localisation des nouvelles gares TGV en périphérie des agglomérations franc-comtoises et la construction de deux contournements ferroviaires aux extrémités de la LGV, constituent des freins au développement de la grande vitesse régionale, condition pourtant nécessaire au fonctionnement territorial de l'aire Rhin-Rhône. En plus d'être un facteur du renforcement de la situation intermédiaire de l'aire Rhin-Rhône, la branche Est exacerbe les concurrences et rivalités entre territoires. En témoigne la redondance des projets de valorisation destinés à accueillir des activités tertiaires, les agglomérations, séparées seulement d'une centaine de kilomètres, adoptant des stratégies similaires. Si l'analyse de l'insertion de la branche Est au sein de l'aire Rhin-Rhône souligne la rigidité du modèle français à grande vitesse, ce cas d'étude fournit des pistes de réflexion sur l'élaboration des futurs projets de LGV, dont la réalisation sera étroitement dépendante du soutien financier des collectivités territoriales.

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蔡瓊宜. "The conflict management of the urban transportation plan." Thesis, 2002. http://ndltd.ncl.edu.tw/handle/57162766053332460234.

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Dissertations / Theses on the topic 'Urban transportation Management'

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