Thèses : « Urban logistic »

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MAGGIONI, ALESSANDRO. « The regulation of urban logistics platforms. The urban governance of food wholesale markets in France and Italy : the case of Paris (Semmaris) and Milan (Sogemi) ». Doctoral thesis, Università degli Studi di Milano-Bicocca, 2019. http://hdl.handle.net/10281/222963.

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One of the elements that characterize the process of economic globalization is the development of freight logistics as a strategic sector to determine the competitive advantages of urban regions. This study analyses the link between market changes, state reorganisation and the development of urban logistics infrastructures. The entry point for this analysis is the study of the policies that have produced and governed over time two European wholesale food markets: the Marché d’Intérêt National of Rungis and the General Markets of Milan. The paired comparison of these two cases explains how market and state structural changes have influenced the constitutive elements of both infrastructural policies and why today two wholesale markets, which were initially very similar from an analytical point of view, have nowadays two very different policy outcomes. Using a theoretical and methodological approach based on the contributions of historical neo-institutionalism and urban political economy, the role of interest groups, political actors, policy rules and the market forces are linked to these divergent outcomes of present time. These factors are interrelated to explain the policy conversion observed for MIN Rungis and the policy drift in the case of Milan. Finally, the policy processes that led to policy changes that are explained in terms of causal mechanisms. The analysis highlights the central role of local policy rules and political context in determining the ability of local interest groups to influence decision-making processes, and the effect of their mobilization on the development of these urban infrastructures.

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Porwisz, Laura, et Patrick Gustafsson. « An investigation of logistical solutions for exploitation of urban environments ». Thesis, KTH, Byggteknik och design, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-287765.

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The exploitation of Veddesta in Järfälla county, Stockholm, is currently the largest exploitation site in Scandinavia. The project includes not only the construction of living quarters and work places but also an extension of the city’s blue subway line from Akalla with an additional two stations. The complications with the exploitation, from a logistic perspective, arises with the fact that the exploitation site is open for public use along with multiple entrepreneurs and builders sharing the compact and busy roads. The county of Järfälla has identified the need of a collective logistics solution to manage the issue of coordinating the traffic generated by the exploitation.The report aims to suggest a logistic solution to coordinate all transports within the exploitation of urban areas and form effective transportation paths from the supplier to the construction site. The investigation is based on an examination of three project situated in the Stockholm region, Hagastaden, Gallerian and Norra Djurgårdsstaden along with traffic analyses for the area compiled by Prolog Bygglogistik AB. The assignment of creating and implementing a logistic solution for the exploitation of Veddesta is assigned to Prolog Bygglogistik AB, with Järfälla county as the employer and the report as an independent investigation.The logistical solution for Veddesta is based on principles from the conventional logistic method, Lean and Supply Chain Management. It will be situated at the existing checkpoint that has been implemented for Barkarbystaden, due to high capacity of parking trucks. This logistical model requires the use of a logistical planning system to create an even distribution of deliveries during the day, along with the requirement of a 75% usage of the trucks loading capacity. All being requirements implemented in the investigated projects.

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Dias, Pedro Augusto Parente. « Entregas noturnas no município de São Paulo : percepções dos motoristas e recebedores ». Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/3/3148/tde-17012017-073605/.

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As pesquisas para o desenvolvimento de uma cidade mais sustentável, com menos trânsito e mais qualidade de vida, apontam a necessidade de elaboração de políticas voltadas para o transporte de carga. As entregas urbanas de carga sendo feitas no período noturno pode ajudar a melhorar o trânsito da cidade, e evitar acidentes com ciclistas, pedestres, ônibus e carros. Ao mesmo tempo, entregar mercadorias a noite pode ser vantajoso tanto para os varejistas quanto para os transportadores. Da perspectiva dos varejistas, pode haver mais agilidade em conferir e armazenar mercadorias, melhora do nível de atendimento ao cliente, e mais certeza quanto à pontualidade do horário da chegada do caminhão. Quanto aos transportadores, o tempo de rota pode diminuir, assim como tempo para buscar uma vaga para estacionar; as filas de caminhões podem diminuir, oferecendo mais eficiência ao roteiro de entregas. Entretanto, alguns problemas podem surgir ao executar os descarregamentos noturnos, relacionados à emissão de ruídos e ao risco de assaltos. O objetivo desta pesquisa é assinalar os principais aspectos que influenciam na eficiência das entregas noturnas no âmbito operacional, e identificar quais são os problemas relacionados à execução das entregas noturnas. Para cumprir estes objetivos foi aplicado um questionário a 100 motoristas, e outro questionário a 84 varejistas que realizam operações com entregas/recebimento de mercadorias no período noturno. A partir destes dados, análises estatísticas foram feitas para assinalar quais variáveis de análise estão mais associadas à escolha por executar as atividades de frete no período noturno. Os resultados mostraram que os ruídos são mais críticos para a tomada da decisão do horário de entrega, para os varejistas. Quanto aos resultados atrelados à eficiência logística, a vantagem em fazer entregas noturnas está na maior agilidade para conferir e armazenar as mercadorias e maior assertividade quanto ao horário de entrega, devido às condições do trânsito e da facilidade em estacionar o veículo para efetuar o descarregamento.
The findings of the researches for a more sustainable city, with less traffic and better quality of life, point to the need of new policies for the transport of cargo. Urban overnight deliveries can improve the traffic of city and prevent accidents involving cyclists, pedestrians, buses and cars. At the same time, overnight deliveries might be favorable, both for retailers and drivers. From the perspective of retailers, overnight deliveries may be more efficient in checking and storing goods, more punctual and improve customer service level. For drivers, time route and time to find a place to park may decrease; truck queues may be reduced, which offers more efficiency to the delivery route. However, some problems may arise when performing the night freight, regarding to its noise and the risk of robbery. The objective of this research is to verify the main aspects that maximize the efficiency of night deliveries in the operational context and identify the night freight problems. In order to meet these objectives, a questionnaire was applied to 100 drivers, and another questionnaire to 84 retailers. Statistical methods were used to make sure the noises as the most critical aspects of the night deliveries, for retailers. As for the results related to logistic effectiveness, the advantage of making overnight delivery is the agility to check and store the goods and the accuracy on the delivery schedule, due to traffic conditions, and the ease to park the vehicle to perform the download. In addition, multivariate analysis method combines the quality of customer service with the punctuality of the truck and the agility in check and store goods.

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Miller, Stephanie R. « College Preparation, Aspirations and Enrollment Among Students In Philadelphia Neighborhoods : An Investigation Using GIS Analysis and Logistic Regression ». Diss., Temple University Libraries, 2009. http://cdm16002.contentdm.oclc.org/cdm/ref/collection/p245801coll10/id/46381.

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Urban Education
Ph.D.
Despite the multiple and diverse types of school reform to influence instruction, curriculum and fiscal policies, many urban students have low educational success and attainment. A fundamental problem of school reform is that it fails to address the economic, social, physical and cultural challenges that plague urban communities, families and children. Many urban neighborhoods are plagued by violence, crime, homelessness, property damage, poverty and other ruinous and dire circumstances. The empirical literature on neighborhood effects has described a positive relationship between neighborhood conditions and youth developmental and behavioral outcomes. However, the results vary, and there is little consensus on which neighborhood characteristics is most important. The present study examines this issue by identifying several neighborhood characteristics that influence students' college-going behaviors and beliefs, specifically their college preparation, aspirations and enrollment. This study is difference from previous research in that it incorporates ideas from place-identity theory to conceptualize the individual experiences students face in have in their neighborhoods. To conceptualize or measure concepts related to place-identity theory, I use Geographic Information Systems (GIS) to create student-level measures of neighborhood characteristics. The main data source for this study is the Philadelphia Educational Longitudinal Study (PELS), a seven-wave, longitudinal investigation of high school students and their parents. For this study, PELS is utilized to describe students' background characteristics, educational aspirations, and academic engagement and to link students to school data. In addition, census and geographic data are used to measure neighborhood disadvantage and students' spatial relationship to neighborhood liquor and beer stores and drug crimes. Consistent with findings from other neighborhood effects studies, the results from this study are mixed. Specifically, the findings reveal that the presence of some types of liquor stores and indicators of neighborhood disadvantage predict students' college-related indicators. The finding also indicate the individual-level neighborhood characteristics, that is the neighborhood features encountered the events experienced and those things seen by students, are important. Overall, I conclude from this study that student' experiences outside of school matter. Furthermore, this research suggests that future neighborhood research should utilize theories that directly hone in on individual perspectives and development, rather than focus on macro theories that solely focus on neighborhood processes, relationship and aggregate characteristics. Furthermore, future studies should incorporate GIS technologies and spatial analyses. Finally, I recommend that school reform measures to alleviate educational gaps and shortfalls should not only focus on the schooling environment, but also should incorporate broader policies to directly confront urban neighborhood disadvantage and family challenges.
Temple University--Theses

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MacFarland, Matthew Franklin. « Determining Equilibrium Drivers in Central Ohio Urban Streams ». The Ohio State University, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=osu1343065174.

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Norman, Therese, et Michaela Norrman. « Progresa and its Impact on School Attendance : Disparities between Mexican rural and urban areas ». Thesis, Jönköping University, JIBS, Economics, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:hj:diva-11997.

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The aim of this paper is to analyze the impact of a conditional cash transfer program, Progresa, on school attendance in Mexican rural and urban areas. Within recent years, conditional cash transfer programs have become one of the most accepted remedies for poverty alleviation in many countries. Progresa was developed as an economic experi-ment, with randomized selection process, treatment groups and control croups. For this reason, the impact of Progresa is ideal for economic analysis. There are clear evidence of disparities between urban and rural school attendance rates in Mexico, hence the pro-gram’s effect on school attendance rates have been studied in the two regions. There are several reasons why one would expect different outcomes of the program on school at-tendance in rural and urban areas. Expected returns to education and the opportunity cost of investment in schooling in different regions are thought to affect the household’s optimization problem differently. The impact of Progresa on school attendance rates is estimated by a logit regression model analyzing household data within the household optimization framework. Mainly, Progresa has a positive impact on children’s school at-tendance. However, it may be concluded that Progresa has no significant effect for older children in rural areas. This result is assumed to be explained by the different conditions poor families face in different regions. If rural households’ optimization problem indeed looks different; this might suggest that the design of conditional cash transfer programs such as Progresa is crucially important depending on the region of implementation.

Syftet med denna uppsats är att analysera det villkora välfärdsprogrammet Progresa och dess effekt på skolnärvaro i mexikanska rurala och urbana områden. Under senare år har villkora välfärdsprogram kommit att vara en av de mest accepterade formerna av bistånd för att minska fattigdom i de flesta länder. Progresa utvecklades utifrån ett ekonomiskt experiment, med en slumpmässig urvalsprocess samt en experiment- och kontrollgrupp. Med anledning av detta är Progresa ett utmärkt program att studera för ekonomisk analys. Skolnärvaron i mexikanska rurala och urbana områden varierar stort och av denna anledning har effekten av Progresa studerats i de båda regionerna. Det finns många anledningar till varför vi bör förvänta oss avvikande utfall. En förklaring kan vara att utbildningens förväntade avkastning och alternativkostnad påverkar hushållens optimeringsproblem olika. Effekten av Progresa på skolnärvaro är beräknad med en logit regressionsmodell där hushållsdata analyseras inom ramen för hushållets optimeringsproblem. Huvudsakligen har Progresa en positiv effekt på barns skolnärvaro. Dock, och vad som bör noteras, är det faktum att Progresa inte har en signifikant påverkan på äldre rurala barns skolnärvaro. Detta resultat antas förklaras av fattiga familjers olika förutsättningar i rurala och urbana områden. I det fall rurala familjers optimeringsproblem skiljer sig från urbana familjers optimeringsproblem, torde detta innebära att strukturen av ett villkorligt biståndsprogram, så som Progresa, är av största vikt och bör anpassas ändamålsenligt.

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Maraschin, Clarice. « Localização comercial intra-urbana : análise de crescimento através do modelo logístico ». reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2009. http://hdl.handle.net/10183/18680.

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Este trabalho investiga os processos de crescimento e evolução das localizações comerciais no espaço urbano. A formação e o desenvolvimento de múltiplos núcleos comerciais é parte do cenário urbano contemporâneo, criando padrões espaciais e temporais heterogêneos, que desafiam a compreensão de teóricos e planejadores. O estudo desses processos requer abordagens dinâmicas, compatíveis com a escala e a velocidade das mudanças. Nesse contexto, recorta-se como problema de pesquisa a modelagem do crescimento das localizações comerciais em setores urbanos, ao longo do tempo. O trabalho propõe a representação da dinâmica de crescimento quantitativo do comércio no espaço urbano através da distribuição logística, um modelo dinâmico e não-linear, capaz de descrever tipos de crescimento com capacidade limitada. O modelo adotado pressupõe um processo descentralizado de tomada de decisões individuais de localização por parte dos agentes - os lojistas - condicionados pelas decisões dos demais. Tais decisões dependem da interação com um ambiente que está em transformação, portanto as respostas também variam. Nesta concepção, forças de aceleração e desaceleração do crescimento das localizações comerciais, que emanam do processo de estruturação espacial urbana, são filtradas através de um processo de leitura e percepção por parte dos agentes. O modelo proposto é validado em quatro setores na cidade de Porto Alegre: Centro, Azenha, Menino Deus e Iguatemi, considerando dados de número de estabelecimentos varejistas ao longo de uma série temporal de 23 anos, de 1983 a 2006. Nesta pesquisa, o modelo logístico também foi explorado como instrumento de descrição e análise de dois problemas relacionados ao crescimento das localizações comerciais em setores urbanos. O primeiro diz respeito aos fatores envolvidos em tal crescimento. A hipótese adotada é que diferenças no processo de estruturação espacial urbana teriam capacidade de produzir uma especificidade no processo de crescimento do comércio em cada área considerada. Diferentes indicadores da estrutura espacial urbana são relacionados à dinâmica de crescimento em cada área, visando identificar os fatores mais relevantes a atuar nesse processo. O segundo problema envolve a aplicação do modelo logístico para o caso da implantação de um grande equipamento comercial, do tipo shopping center, avaliando como este afeta o crescimento do comércio no seu entorno. A investigação demonstra que o modelo proposto descreve o crescimento das localizações comerciais com alto grau de correlação com os dados empíricos em todas as áreas estudadas. O trabalho evidencia também que o modelo possibilita associar os fatores da estrutura espacial urbana ao crescimento do comércio. O modelo também se mostrou um instrumento válido para a análise do impacto da implantação de grandes equipamentos comerciais sobre o processo de crescimento do comércio no seu entorno.
This thesis investigates growth and evolution in retail location. The presence of multiple retail centers is an essential part of the contemporary urban scene, leading to heterogeneous spatial and temporal patterns, whose comprehension defies scholars and planners. Dynamic approaches are required for studying those processes of urban change, considering the scale and speed of change. In this context, this study focuses on modeling the growth of retail location in urban areas through time. To represent quantitative growth of retail location, the work proposes the use of logistic model, a non-linear model designed to describe a specific capacitated growing dynamics. The model assumes a decentralized process of individual location decisions taken by agents – the retailers – constrained by others decisions. Such decisions interact on a changing environment, thus, the answers also change. In this sense, accelerating and deterring forces for retail location growing, emanating from urban spatial structure, pass through a sort of filtering process: the way agents perceive and interpret the environment. Proposed model is validated in four areas in the city of Porto Alegre, Brazil: Centro, Azenha, Menino Deus and Iguatemi, considering data on number of retail establishment through a temporal data set of 23 years, from 1983 to 2006. In this study, logistic model has also been applied to describe and analyze two problems regarding retail location growth. The first problem refers to the causal factors involved in such growth process. The hypothesis adopted is that differences in spatial structuration process are able to produce a specific pattern of temporal growth. Different urban spatial structure indicators are then related to dynamics of growth in each area, trying to identify the most relevant aspects affecting this process. The second problem involves the use of logistic model referring to the case of large retail formats – such as regional shopping centers - aiming to understand the impact of such planned centers on quantitative retail growth. The investigation demonstrates that proposed model describes the growing of retail location with high levels of correlation to empirical data in all studied areas. It also shows that is possible to relate urban spatial structure factors to retail location growth. The model also performs as a valid instrument of impact analysis of large retail formats on the retail growth process at its neighborhood.

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Grabill, Meghan. « A Systems Approach to Prevent and Mitigate Property Abandonment through Analyzing Multiscalar Interactions and Interconnected Mechanisms ». University of Cincinnati / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1470045318.

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Joo, Hyunjeong. « COMPARATIVE ANALYSIS OF RURAL AND URBAN START-UP ENTREPRENEURS ». UKnowledge, 2011. http://uknowledge.uky.edu/agecon_etds/1.

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This study investigates the reasons for apparent differences in entrepreneurship rates in rural and urban areas using a Survey of Rural Kentucky Residents (SRKR) and the Panel Study of Entrepreneurial Dynamics (PSED) data. We estimate the determinants of dissimilar characteristics for rural and urban areas in two aspects: one is individual and contextual resources; the other is cultural tendencies of resources. The results of the analysis suggest that the difference in available individual, economic, and social support resources does not explain the observed difference in entrepreneurship rate. The results also indicate that gender, ethnicity, income, and number of children in the family have different effects on entrepreneurial intentions in rural and urban settings. The results suggest that policy makers need to account for cultural or geographical differences when designing entrepreneurial educational and support programs in order to enhance the establishment of new business between rural and urban areas.

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Delgado, Stephen, Kacey Ernst, Maria Luz Pumahuanca, Stephen Yool, Andrew Comrie, Charles Sterling, Robert Gilman, Cesar Naquira, Michael Levy et Chagas Disease Working Group in Arequipa the. « A country bug in the city : urban infestation by the Chagas disease vector Triatoma infestans in Arequipa, Peru ». BioMed Central, 2013. http://hdl.handle.net/10150/610166.

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BACKGROUND:Interruption of vector-borne transmission of Trypanosoma cruzi remains an unrealized objective in many Latin American countries. The task of vector control is complicated by the emergence of vector insects in urban areas.METHODS:Utilizing data from a large-scale vector control program in Arequipa, Peru, we explored the spatial patterns of infestation by Triatoma infestans in an urban and peri-urban landscape. Multilevel logistic regression was utilized to assess the associations between household infestation and household- and locality-level socio-environmental measures.RESULTS:Of 37,229 households inspected for infestation, 6,982 (18.8%
95% CI: 18.4 - 19.2%) were infested by T. infestans. Eighty clusters of infestation were identified, ranging in area from 0.1 to 68.7 hectares and containing as few as one and as many as 1,139 infested households. Spatial dependence between infested households was significant at distances up to 2,000 meters. Household T. infestans infestation was associated with household- and locality-level factors, including housing density, elevation, land surface temperature, and locality type.CONCLUSIONS:High levels of T. infestans infestation, characterized by spatial heterogeneity, were found across extensive urban and peri-urban areas prior to vector control. Several environmental and social factors, which may directly or indirectly influence the biology and behavior of T. infestans, were associated with infestation. Spatial clustering of infestation in the urban context may both challenge and inform surveillance and control of vector reemergence after insecticide intervention.

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Sjöblom, Feliks. « Effects of COVID-19 on temporal urban diversity : A quantitative study using mobile phone data as a proxy for human mobility patterns ». Thesis, Uppsala universitet, Kulturgeografiska institutionen, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-439997.

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The present paper examines possible changes in temporal urban diversity caused by the COVID-19 pandemic in Stockholm and Uppsala metropolitan areas. In addition to general changes in diversity, potential differences of diversity levels at locations with varying socioeconomic characteristics are examined. The diversity levels are calculated based on mobile phone data and defined by the inflow and distribution of individuals to locations. The time frame involves eight study dates and extends from January to April 2020. The paper reaches the following conclusions. (1) Diversity levels display a general decline during the pandemic, with one exception - Easter Holidays. (2) Individuals residing in areas with high proportions of highly educated individuals or visible minorities experience a decrease in diversity whereas the opposite is true for areas with high proportions of low-income earners or senior citizens (3) The increase in diversity in the two last mentioned areas, which are located in remote parts of the metropolitan area, coincide with decreasing levels of diversity in the central parts of the metropolitan area. It is possible that changes in diversity levels in these areas can be explained by changes in general behavioural trends, e.g. incentives to avoid crowded city center areas.

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Saarensilta, Timo. « Will you come back ? : Quantitative analysis of return migration among Swedes born 1978 ». Thesis, Umeå universitet, Kulturgeografi, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-123214.

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This paper is exploring return migration in Sweden by implementing logistic regression technics on the cohort born 1978. In order to evaluate how socio-economic and geographical characteristics influence individuals propensities to re-circulate to the municipality of origin. Previous studies have indicated that socio-economic status is a selective trait that can either push or pull return migrants, depending on the setting. The theory of urban hierarchies was also applied to investigate if people were more likely to move back to certain region types. The calculations showed that 22 % of the movers had returned to their place of origin, with regional variations ranging from 18-30 %. The regression result revealed that a high socio-economic status decreased the likelihood of returning, while growing up in metropolitan city and having strong social capital in the place of origin increased the propensity. The findings were further supporting that movers have higher incomes than stayers, while return migrants gained less on their re-location in relation to all movers. I argue that these varying likelihoods depend on structural socio-economic divisions, which are pulling human capital to the metropolitan regions and causing a brain drain in the periphery. These population trends are replicating themselves over time and it is assumed that these processes are to enforce the regional disparities in the future.

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Xavier, Marcos Antonio de Moraes. « Os elos entre os circuitos da economia urbana brasileira no atual periodo = os atacadistas distribuidores e seu papel intermediador ». [s.n.], 2009. http://repositorio.unicamp.br/jspui/handle/REPOSIP/286716.

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Orientador: Ricardo Adib Castillo
Tese (doutorado) - Universidade Estadual de Campinas, Instituto de Geociencias
Made available in DSpace on 2018-08-15T06:16:32Z (GMT). No. of bitstreams: 1 Xavier_MarcosAntoniodeMoraes_D.pdf: 3740488 bytes, checksum: 3b07b7e04caa9975ffbe93186f0feeee (MD5) Previous issue date: 2009
Resumo: A fragmentação geográfica da produção somada à necessidade de uma rápida reposição de estoques com maior freqüência e segundo prazos cada vez mais curtos, tanto na indústria quanto no varejo, torna a busca pela maior fluidez da circulação uma imposição para a sobrevivência das empresas. Fato que, no Brasil, é acentuado com a abertura da economia, impondo uma maior competitividade às empresas, e com as mudanças no consumo advindas com a estabilização da moeda brasileira após 1994, incluindo sua expansão social e territorial. Em resposta a este verdadeiro imperativo, tem ocorrido a ascensão das atividades voltadas ao planejamento, ao controle e à gestão dos fluxos da logística de distribuição. De um lado, observamos a redefinição da logística empresarial e, de outro, acompanhamos a formação de uma nova organização produtiva do território em que os meios materiais e normativos passam a constituir arranjos que tendem a ampliar a vida de relações entre os lugares. No âmbito deste processo, os atacadistas distribuidores de produtos de mercearia básica continuam exercendo um papel significativo na intermediação entre a indústria e o pequeno varejo. As modernizações do atacado brasileiro acompanham um novo arranjo dos circuitos espaciais da produção e possibilitam uma maior vida de relações entre as cidades, o que contribui para o curto-circuito das redes urbanas regionais e confirma o elo existente entre os dois circuitos da economia urbana brasileira. Estas modernizações incluem o ganho de eficácia nas operações logísticas por meio da adoção de novas tecnologias e métodos organizacionais e novas relações de cooperação, sobretudo, com o pequeno varejo por intermédio da prestação de diversos serviços e pela gestão de redes de negócios que reafirmam seu papel de elo entre os dois circuitos da economia urbana brasileira
Abstract: The current space division of labour increases the importance of circulation in production process and imposes a rapid and more frequent replacement of supplies, according to shorter stated periods, both in industry and retail. In Brazil, the opening of the economy, imposing a bigger competitiveness to the companies, and the social and territorial expansion of consumption have affected the organization and the structure of the wholesale companies. In reply, the logistics, as the management of the flow of goods, information and other resources, has enhanced the activities of planning and control. As the logistics becomes more important, a new organization of territory arises, increasing the relationships among places. Thus, we conclude that the wholesale distributors continue exerting a significant role in the intermediation between the industry and small retail. The modernization of Brazilian wholesale companies play an important role in the new spatial arrangement of the circuits of production and in the relationships among cities, which contributes to the short circuit of the urban and regional networks and confirm the link existing between the two circuits of urban economy in Brazil
Doutorado
Análise Ambiental e Dinâmica Territorial
Doutor em Ciências

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Sangermano, Maurizio. « An investigation into the relationship between turning signal and crash risk on urban roads ». Master's thesis, Alma Mater Studiorum - Università di Bologna, 2018.

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The relationship between the relative risk of a collision involving a turn maneuver and the configuration of both the rear and front turn signal (ON/OFF) was examined using data pooled from the answers of a survey proposed to 67 people. To perform the analyses, many videos have been collected during the tests campaign, both in urban and suburban areas, using a 360-camera attached to the motorcyclist’s helmet. In the videos the biker was riding along the street and was overtaking/passing a car stationary at an intersection which had the turn signal turned on. Different variations of this basic situation have been performed such as, adding a second car behind the first one, turning off the car’s blinker, changing the location of the tests (from urban to suburban area), changing the direction of the motorcycle (from having the same direction of the tester’s car to opposite direction). During the survey phase, people needed to answer a simple questionnaire- after having watched two videos (chosen among the twelve alternatives) using a virtual reality visor- containing, among the other questions, the one asking if they saw the car’s turn indicator turned on or not. The detection of the blinker was combined with other factors (e.g. age, gender, location, presence of the car behind the tester vehicle etc.) in a stepwise logistic regression that modelled the odds of detecting the turn signal turned on as a function of all of these factors.The analyses suggest that there is an association between detecting the turn signal switched on and, for example, being female, or not being a habitual biker, or being in suburban area. The differences in the analyses are discussed in terms of the attributes (age, gender, etc.) chosen for the different tests configurations. Further investigations of factors and data seem warranted before drawing more accurate conclusions regarding the turn signal and the association with the attributes of the model.

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Mok, Thai Yoong. « Poverty lines, household economies of scale and urban poverty in Malaysia ». Lincoln University, 2009. http://hdl.handle.net/10182/1788.

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This thesis presents three essays on Malaysia’s poverty profile based on the Household Expenditure Survey (HES). The first and second studies were motivated by the shortcomings of the official poverty lines and poverty measurements. There are several conceptual and measurement problems related to evaluating the extent of poverty in Malaysia. The first study offers several alternative regional poverty analyses based on the consumption expenditure approach with varying underlying assumptions. The poverty lines are estimated using Ravallion-Bidani and Kakwani-Sajaia approaches and the consumption pattern of the 10th and 20th percentile per capita expenditure (PCE) households. Regional poverty lines based on Kakwani-Sajaia and Ravallion-Bidani lower bounds produced robust poverty measurement rankings across regions in the country for both the 10th and 20th percentile PCE households. However, for the 10th percentile PCE, Ravallion’s upper bound poverty lines do not produce robust poverty rankings. In relation to the shortcomings of the official poverty measurements, the second study analyses the economies of scale in consumption, specifically amongst poor households. Using the 10th and 20th percentile PCE households, the household size economies are estimated using specifications proposed by Deaton-Paxson and Kakwani-Son. The findings show that the economies of scale indices are sensitive to the selection of methods and sample groups. Economies of scale in poor household consumption are present for food, housing, clothing, furnishing, personal goods and miscellaneous goods. This study further suggests that these indices be used as complementary to the existing national poverty measurements. The final study provides new insights into the limited urban poverty studies and to the new dimension of urban poverty. Using logistic regression, the determinants are analysed using the new poverty lines estimated in the earlier essay. The test of robustness of the determinants is conducted through re-estimating the logistic regression using a range of poverty lines. The findings show that education, locational dimension, foreign migrant workers and household size are significant determinants of poverty in the urban areas.

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Pemmanaboina, Rajashekar. « Assessing Crash Occurrence On Urban Freeways Using Static And Dynamic Factors By Applying A System Of Interrelated Equations ». Master's thesis, University of Central Florida, 2005. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2617.

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Traffic crashes have been identified as one of the main causes of death in the US, making road safety a high priority issue that needs urgent attention. Recognizing the fact that more and effective research has to be done in this area, this thesis aims mainly at developing different statistical models related to the road safety. The thesis includes three main sections: 1) overall crash frequency analysis using negative binomial models, 2) seemingly unrelated negative binomial (SUNB) models for different categories of crashes divided based on type of crash, or condition in which they occur, 3) safety models to determine the probability of crash occurrence, including a rainfall index that has been estimated using a logistic regression model. The study corridor is a 36.25 mile stretch of Interstate 4 in Central Florida. For the first two sections, crash cases from 1999 through 2002 were considered. Conventionally most of the crash frequency analysis model all crashes, instead of dividing them based on type of crash, peaking conditions, availability of light, severity, or pavement condition, etc. Also researchers traditionally used AADT to represent traffic volumes in their models. These two cases are examples of macroscopic crash frequency modeling. To investigate the microscopic models, and to identify the significant factors related to crash occurrence, a preliminary study (first analysis) explored the use of microscopic traffic volumes related to crash occurrence by comparing AADT/VMT with five to twenty minute volumes immediately preceding the crash. It was found that the volumes just before the time of crash occurrence proved to be a better predictor of crash frequency than AADT. The results also showed that road curvature, median type, number of lanes, pavement surface type and presence of on/off-ramps are among the significant factors that contribute to crash occurrence. In the second analysis various possible crash categories were prepared to exactly identify the factors related to them, using various roadway, geometric, and microscopic traffic variables. Five different categories are prepared based on a common platform, e.g. type of crash. They are: 1) Multiple and Single vehicle crashes, 2) Peak and Off-peak crashes, 3) Dry and Wet pavement crashes, 4) Daytime and Dark hour crashes, and 5) Property Damage Only (PDO) and Injury crashes. Each of the above mentioned models in each category are estimated separately. To account for the correlation between the disturbance terms arising from omitted variables between any two models in a category, seemingly unrelated negative binomial (SUNB) regression was used, and then the models in each category were estimated simultaneously. SUNB estimation proved to be advantageous for two categories: Category 1, and Category 4. Road curvature and presence of On-ramps/Off-ramps were found to be the important factors, which can be related to every crash category. AADT was also found to be significant in all the models except for the single vehicle crash model. Median type and pavement surface type were among the other important factors causing crashes. It can be stated that the group of factors found in the model considering all crashes is a superset of the factors that were found in individual crash categories. The third analysis dealt with the development of a logistic regression model to obtain the weather condition at a given time and location on I-4 in Central Florida so that this information can be used in traffic safety analyses, because of the lack of weather monitoring stations in the study area. To prove the worthiness of the weather information obtained form the analysis, the same weather information was used in a safety model developed by Abdel-Aty et al., 2004. It was also proved that the inclusion of weather information actually improved the safety model with better prediction accuracy.
M.S.C.E.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering

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Dvořáková, Iva. « Dopravní síť Pardubic, srovnání s Hradcem Králové ». Master's thesis, Vysoká škola ekonomická v Praze, 2009. http://www.nusl.cz/ntk/nusl-17046.

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Description and evaluation of a traffic network of Pardubice in all transport sectors (air, water, railway, road and cycling) and its comparison with a network of Hradec Králové. Integration of both transport systems. Suggestions for improvement of traffic infrastructure and transport integration. Optimalization of connection of chosen urban neighbourhood with a town centre by urban mass transportation.

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Granlund, Nilsson Mattias. « Artisan : Professional urban mobility ». Thesis, Umeå universitet, Designhögskolan vid Umeå universitet, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-160366.

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The idea for this project initially came from an article i read about a small company in Stockholm, called “The cycling plumber” In the article, the founder of the company who explained that he was tired of looking for parking and sitting in traffic in his work-van around the tight and congest- ed streets of Stockholm. This sparked an interest from me, what options does the urban-operating handyman have in terms of transportation? Using the design process and thorough user studies, this project explores a new type of commercial vehicle segement, intended for carpenters operating in the dense city traffic of the future. The final product proposed, is called VW Artisan. It’s a versatile commercial vehicle utilizing a detachable toolbox system to improve the efficiency and comfort of the user during their daily work.
Idén till detta projekt kom ursprungligen från en artikel som handlade om ett nytt företag i Stockholm, kallat “Cyklande rörmokaren”. I artikeln förklarade grundaren till företaget att han hade tröttnat på att sitta i köer och leta efter parkering runt Stockholms tätt trafikerade gator. Detta väckte ett intresse för mig. Vilka transportalternativ har en hantverkare som huvudsakligen arbetar i större städer? Med hjälp av designprocessen och utförliga användarstudier utforskar detta projektet en ny typ av kommersiellt fordonssegment, avsett för hantverkare i framtidens tätt befolkade städer. Slutresultatet som föreslås i detta projekt kallas för VW Artisan. Ett mångsidigt arbetsfordon med en avtagbar verktygsvagn för att effektivisera och öka komforten i användarens dagliga arbete.

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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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Janné, Mats. « Construction Logistics Solutions in Urban Areas ». Licentiate thesis, Linköpings universitet, Kommunikations- och transportsystem, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-147536.

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More and more people are living in, or moving to, urban areas than ever before. This attraction to urban areas means that new houses and work places are needed. Building new houses or renovating older housing stock is a natural way for a city to evolve. However, the end products of construction projects are produced at their place of consumption. This means that a multitude of materials and resources need to be delivered to, and removed from, each construction site. This leads to new transport flows being created in urban areas. In urban areas, these transports are subjected to space limitations, environmental demands, accessibility demands and noise restrictions. This has led to a situation where material deliveries to construction sites needs to be coordinated and managed in ways that reduce their impact on the urban transport system and at the same time ensuring efficient construction projects. In essence, construction in urban areas faces two problems; the urban transport problem and the problem of coordinating multiple construction stakeholders. One way to address these problems is through the use of construction logistics solutions such as terminals (e.g. construction logistics centres) and checkpoints. The aim of both types of solutions is to control and coordinate construction transports. In the construction industry, these solutions are however, still a rather new phenomenon. This means that how these solutions are perceived by different stakeholders, and the effect the solutions have on material flows and costs, needs to be explored further. The purpose of this thesis is to explore how construction logistics solutions can be used as a means to coordinate material flows to ensure efficient construction and reduce disturbances on the urban transport system. To achieve this purpose, the following research questions have been addressed: RQ1: How are different stakeholders in the construction industry affected by construction logistics solutions? RQ2: How will the use of construction logistics solutions affect material flows and costs in urban construction projects? To answer the research questions two main methodologies have been used; case study research for the empirical studies and literature reviews for the analysis of the case studies as well as for understanding how supply chain management, logistics, and third-party logistics affects the inter-organizational relationships of the construction industry. The main findings of the research are firstly that construction logistics solutions do have a role to play in the coordination of different construction stakeholders. Adding this new node will force construction stakeholders to address coordination issues in order to ensure that material deliveries arrive to construction sites on time. This also implies that new inter-organizational relationships will evolve, where communication is key. However, this may not be an easy task as it will call for an attitude adjustment towards a more open and collaborative environment. Secondly, adding a construction logistics solution can reduce some unnecessary friction between construction stakeholders and third parties. Coordinated material flows can lead to a reduction in the amount of material delivery vehicles that travels to site, thus alleviating some of the congestion in the urban transport system. This will not reduce all friction between construction projects and third parties, but it is a step in the right direction. Thirdly, a construction logistics solution must come with a set of regulations and a governance strategy from the initiator of the solution. This governance strategy must be clearly stated and communicated to the affected stakeholders. To alleviate animosity towards the solution, flexibility and stakeholder involvement is key. If the directly affected stakeholders are consulted on the function, chances are that they will be more accepting of the solution.

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CAVALCANTI, Marcelo Antunes. « Os sistemas logísticos de transporte e a estruturação do território pernambucano : genese e produção ». Universidade Federal de Pernambuco, 2015. https://repositorio.ufpe.br/handle/123456789/17676.

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Submitted by Fabio Sobreira Campos da Costa (fabio.sobreira@ufpe.br) on 2016-08-12T14:38:22Z No. of bitstreams: 2 license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) Tese - Marcelo Antunes Cavalcanti.pdf: 7156392 bytes, checksum: 0c2bb7fc60737b649f60193aed6ed146 (MD5)
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O desenvolvimento dos meios de transportes e comunicações, e da complexa logística que envolve os sistemas produtivos da atualidade, faz parte de um processo mais amplo, de montagem da infraestrutura básica, sobretudo dos sistemas de engenharias, conectados às inovações técnico-científicas, e necessários à ampliação das fronteiras de produção e reprodução do capital. A implantação desse aparato técnico, por sua vez, é permeada pelo complexo jogo da ação política dos atores sociais que agem sobre o território, onde o Estado tem um papel central. De modo geral, a atuação política de grupos formados por atores hegemônicos e reativos que possuem interesses econômicos espacializados sobre determinada área precede a instalação e o desenvolvimento de qualquer sistema técnico de engenharia, seja ele estatal ou privado. Alinhada a essa perspectiva, a presente tese objetivou realizar uma leitura geohistórica da estruturação do território pernambucano, procurando compreender a incorporação desse espaço geográfico específico ao sistema capitalista globalizado. Nesse sentido, reconstituiu-se o processo histórico de implantação das infraestruturas de transporte implantadas em Pernambuco, identificando-se seus efeitos sobre a configuração atual da rede urbana e da estrutura geoeconômica estadual, altamente concentrada na Região Metropolitana do Recife. Para tanto, procedeu-se a uma reconstituição da evolução cronológica da implantação das infraestruturas técnicas de transporte portuário, ferroviário e rodoviário, cotejando-as a dados demográficos e socioeconômicos, utilizando-se documentos históricos disponíveis em diversas instituições, e realizando-se um esforço de mapeamento. A organização do texto está dividida em quatro partes: na primeira é apresentado um panorama geral do processo de ocupação e povoamento do território pernambucano, mostrando inclusive o papel dos cursos d’água e dos primeiros caminhos de penetração na hinterlândia, em um ambiente menos antropizado e temporalmente delimitado até meados do século XIX; na segunda parte analisa-se o papel das ferrovias (primeiro moderno modal de transporte terrestre) na densificação do povoamento e seus impactos na estrutura produtiva e na formação dos primórdios da rede urbana estadual, sendo a cidade do Recife a grande beneficiada pela conexão dos diversos ramais ferroviários que ampliaram sua área de polarização imediata e fortaleceram a função comercial historicamente desempenhada por essa urbe, sobretudo devido ao privilegiado porto marítimo. Na terceira parte do trabalho, fazem-se alusões às mudanças na estruturação do território pernambucano em um momento histórico, posterior a 1950, marcado pela opção dos agentes decisórios pelo rodoviarismo. O sucateamento e posterior abandono das ferrovias pernambucanas foi feito temporalmente em paralelo à implantação de uma rede rodoviária asfaltada no estado, integrando o mercado nordestino ao restante do país, com forte repercussão na organização socioeconômica territorial. Por último, são apresentadas e analisadas as intencionalidades presentes no projeto mais recente, em execução, da ligação intermodal entre a ferrovia Transnordestina e o porto de Suape, buscando identificar eventuais efeitos sobre a reestruturação do território pernambucano e sua rede urbana.
The development of transport and communication means, and the complex logistics involving the production systems of today, is part of a broader process, assembly of basic infrastructure, especially the engineering systems, connected to technical and scientific innovations, and necessary to expand the boundaries of production and reproduction of capital. The implementation of this technical apparatus, in turn, is permeated by complex game of political action of social actors acting on the territory where the state has a central role. Overall, the political action groups formed by hegemonic and reactive actors that have spatially economic interests on certain area precedes the establishment and development of any technical system engineering, whether state or private. In line with this perspective, this thesis aimed to conduct a geohistórica reading structuring of Pernambuco territory, trying to understand the incorporation of this specific geographic space to the globalized capitalist system. In this sense, it reconstituted the historical process of implementation of transport infrastructure deployed in Pernambuco, identifying their effects on the current configuration of the urban network and the state geoeconomic structure, highly concentrated in the metropolitan area of Recife. To this end, we proceeded to a reconstitution of chronological evolution of the deployment of the technical infrastructure of port, rail and road transport, comparing them to demographic and socioeconomic data, using historical documents available at several institutions, and carrying out an effort mapping. The organization of the text is divided into four parts: the first presents a general overview of the process of occupation and settlement of Pernambuco territory, including showing the role of waterways and the first penetration paths in the hinterland, in a little anthropic environment and temporally delimited until the midnineteenth century; the second part analyzes the role of railways (first modern modal land transport) in the densification of population and its impact on the productive structure and the formation of early state urban network, and the city of Recife great benefit for many of connection railway sidings that extended their immediate polarization area and strengthened the commercial role historically played by this metropolis, mainly due to the privileged seaport. In the third part of the work, are made allusions to changes in the structure of Pernambuco territory in a historic moment, subsequent to 1950, marked by the choice of decision-making by agents rodoviarismo. The scraping and subsequent abandonment of Pernambuco railways was made temporally in parallel to the implementation of a paved road network in the state, integrating the northeastern market to the rest of the country, with strong repercussions in territorial socio-economic organization. Finally, the intentions present in the latest design are presented and analyzed, running, intermodal link between Transnordestina railway and the port of Suape in order to identify possible effects on the restructuring of Pernambuco territory and its urban network.

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Peftitsi, Soumela. « Simulation and Evaluation of Urban Rail On-board Crowding ». Licentiate thesis, KTH, Transportplanering, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-261661.

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As travel demand grows in many metropolitan areas, overcrowding in public transport systems has become a major issue. Crowding distribution can be highly uneven over station platforms and multi-car transit vehicles. This implies that cars are not equally utilized and thus, passengers perceive on-board crowding higher. Furthermore, there are higher fleet requirements to serve the demand, leading to higher operating costs. Public transport operators' main concern is to reduce on-board crowding effects through investments. Thus, there is a need to thoroughly understand how passengers are distributed among individual cars and evaluate on-board crowding in a more realistic way, by considering that passenger distribution over vehicles is not even. Paper I explores the utilization of automated public transport data to analyze passengers' boarding behavior and investigate the trade-offs between crowding and walking when passengers make car boarding choices. The framework proposed in this paper is applied in a case study of a line segment of Stockholm metro network. In crowded conditions, passengers are found to make trade-offs, increase walking to avoid in-vehicle crowding, when choosing a train car. Paper II focuses on the extension of an existing public transit operations and assignment model, BusMezzo, to allow modelling of crowding in individual cars of a multi-car vehicle. The simulation framework is applied in a case study in Stockholm metro network, evaluating the effects of variations in demand and station layout on the distribution of passengers over vehicles. Increased demand results in a more even passenger distribution at the most crowded stations. This is due to less remaining capacity that leads to low flexibility of how passengers are distributed among train cars. The closure of a popular access point at a selected station leads to more evenly loaded trains and lower perceived in-vehicle travel times per passenger.
I takt med att efterfrågan på resor ökar i många storstadsområden har överbelastning i kollektivtrafiksystemen blivit en viktig fråga. Trängseln kan vara ojämnt fördelad längs plattformar och i tåg med flera vagnar. Det ojämna kapacitetsutnyttjandet i tåget resulterar i att resenärer upplever större trängsel ombord. Dessutom uppstår det högre krav på fler fordon för att tillgodose efterfrågan, vilket leder till högre driftskostnader. Kollektivtrafikoperatörerernas främsta åtgärd är ofta att minska negativa trängseleffekter genom investeringar. Det finns därför ett behov av mer kostnadseffektiva åtgärder. Det kan göras genom att öka kunskaperna om hur resenärer fördelar sig mellan vagnarna och analysera trängseln ombord på ett mer realistiskt sätt genom att hänsyn tas till att resenärer fördelar sig ojämnt mellan tågetsvagnar. Artikel I undersöker användandet av automatiskt insamlade data om kollektivtrafik för att analysera resenärers ombordstigning och undersöka avvägningarna mellan trängsel och förflyttning längs plattformen när passagerare väljer en vagn. Det föreslagna ramverket tillämpas i en fallstudie av ett linjesegment i Stockholms tunnelbanenät. Under trånga förhållandet har passagerare visat sig att välja en mindre trång vagn. Artikel II fokuserar på utvidgning av det befintliga modellverktyget BusMezzo för att kunna modellera trängseln i varje vagn. Det utvecklade analysverktyget tillämpas i en fallstudie i Stockholms tunnelbanenät. Effekterna av passagerarvolymer och stationsutformningar på trängsel i vagnar utvärderas. Ökad efterfrågan resulterar i en jämnare fördelning av passagerare på de mest trånga stationerna. Detta beror på mindre återstående kapacitet som leder till låg flexibilitet i hur passagerare fördelas mellan vagnar. Stängningen aven populär ingångspunkt vid en utvald station leder till jämnare lastade tåg och lägre upplevda körtider per passagerare.

QC 20191018

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Tsaxiri, Panagiota. « Problems and Solutions in Urban Construction Logistics ». Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-147856.

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The construction industry’s world is very complex, competitive and challenging. That means that everyone who is involved needs to be constantly updated and follow the latest technological trends and ideas to be able to work on a viable project by minimizing the problems. Nevertheless, there are always different complications that arise mainly because there is not much attention given to logistics and logistics solutions. The purpose of this thesis is to identify the major problems in the Swedish construction industry as well as their corresponding logistics solutions applied by different companies. Moreover, this research will try to investigate how the use of the fairly new concept of Construction Consolidation Centers can improve the situation primarily with the material transportation. The current thesis was conducted by investigating the relevant literature and arranging interviews with a few of the many consultant companies working in the construction industry. The outcomes from both investigations are analyzed and compared showing that there are important differences between the theory (literature review) and the reality (interviews) as some of the main problems in real projects do not appear in the current literature. It is also clearly exposed that Construction Consolidation Centers are a game changer to this kind of projects and such a solution is suggested from both sides, while there is high necessity from the companies to emphasize on the logistics and invest more on their logistics solutions.

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Kang, Seungbeom. « How Housing Instability Occurs : Evidence from Panel Study of Income Dynamics ». The Ohio State University, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=osu1554125317480031.

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Chibsah, Alimatu Alhassan, et David Thomas Ford. « Freight Transport in Urban Areas : : Investigating the Environmental and Societal Impacts of Increased Production Volume on Dominant Stakeholders in Urban Areas. A Mixed Method Approach ». Thesis, Högskolan i Gävle, Avdelningen för industriell ekonomi, industridesign och maskinteknik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:hig:diva-31236.

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As part of an on-going trend, the greening of logistics actions in business activities has become a critical issue for companies and society. Stakeholders are asking companies to minimize their negative impacts on the environment and society, and create effective business, sustainable environment, stakeholders’ benefits and quality of life. Through a case study approach, this research study aimed to examine the environmental and societal effects of freight logistics on dominant stakeholders in urban areas as a result of a company’s production volume increased. Furthermore, the study also aimed to pinpoint and discuss the suitable research method for a multifaceted research study. A mixed- method research approach of both qualitative (case study) and quantitative (simulation) methods were applied in this study consisting of dominant stakeholders (a Swedish company, a Swedish municipality, the Swedish transport administration, and local urban residents). The research revealed that a company’s production volume increase creates development for the company, local municipalities, and residents within the company’s business environment, however, freight trucks logistics that are used in this process to deliver raw materials to the company’s production site(s) creates negative environmental impacts (carbon emission, road congestion, noise, and pollution) on routes and urban areas. Moreover, as production volume is further increased, these negative impacts also increase. The study also revealed that a mixed-method approach is suitable for multifaceted research studies that comprise of multiple conditions, variables, and data from several sources. As such, the qualitative method can be used in the first phrase to collect formative data, which can then be tested and supported for effectiveness with a quantitative method in the second phrase.

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Pucci, Ricardo Basile. « Logística de resíduos da construção civil atendendo à resolução CONAMA 307 ». Universidade de São Paulo, 2006. http://www.teses.usp.br/teses/disponiveis/3/3148/tde-05092006-141310/.

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O Resíduo de Construção e Demolição (RCD), devido ao seu volume, gera um alto impacto ambiental, social e econômico, trazendo assim a preocupação crescente sobre sua gestão. Essa gestão sempre foi responsabilidade do poder público. Porém, com a Resolução 307 do Conselho Nacional do Meio Ambiente (CONAMA), de 05 de julho de 2002, ela foi transferida para os geradores de resíduos, que devem segregar o resíduo em quatro classes diferentes e encaminhá-las para reciclagem ou deposição final. Assim, este trabalho propõe uma metodologia, baseada no enfoque sistêmico e em técnicas de pesquisa operacional, para tratar o problema de gestão de resíduos da Construção Civil, em conformidade com a Resolução CONAMA 307. A metodologia proposta compreende a elaboração de um Plano de Gestão de Resíduos que contemple a fase de projeto, minimizando a geração de resíduos; a segregação e o transporte do resíduo gerado dentro da obra; e a sua destinação final, incluíndo o controle da segregação e deposição do resíduo gerado. No trabalho são comparadas duas obras, uma onde não houve nenhuma forma de gestão sobre o resíduo e outra onde o Plano de Gestão proposto foi aplicado. Além disso, foi feito um modelo de simulação utilizando o programa de computador Arena 7.0, utilizado para avaliação do impacto do Plano em diversos cenários de geração, segrega ção e transporte dos resíduos. Como resultado do trabalho apresenta-se um Plano de Gestão de Resíduos que possui viabilidade econômica, social e ambiental, além de ser legalmente adequado, para ser usado por profissionais do setor público e privado no tratamento e gestão do resíduo gerado em suas obras.
The Construction and Demolition Waste (C&DW), because of its high volume, brings high environmental social and economical impacts, therefore the worries about its management has grown. This management has always been responsibility of the governments. But with the Resolution 307 of CONAMA (Brazilian Environmental National Council) of July 22nd, 2002, it was transferred to the waste producer, which has to segregate it in four different categories and ship it to be recycled or disposed properly. The proposal is to create a method, based on system approach and operations research, to deal with C&DW management, respecting Resolution 307 guidelines. The proposed method encompasses the creation of a Waste Management Plan, whichconsiders the aspects of the project, to minimize waste generation; the segregation and transport within the construction site; and the final destination of the waste, including a method to control its segregation and shipping. Two construction sites were considered, one that did not have any kind of waste management and one on which the Management Plan was implemented. In addition, it was developed a simulation model using the computer software Arena 7.0, to analyze the Plan under different scenarios of generation, segregation and shipping of construction waste. As a result, a Plan of C&DW Management was proposed and validated, which is economic, social and environmental feasible and legally adequate, to be used by public and private professionals when dealing with the C&DW of their constructions.

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Ilic, Milena, et Marie Svensson. « Interesting Key Performance Index (KPI) to compare before and after the introduction of urban distribution centre ». Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-139029.

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Linköpings kommun ska införa samordnad varudistribution för transporter till kommunens verksamheter. I nuläget går kommunens transporter direkt från leverantörerna till kommunens verksamheter. Med samordnad varudistribution kommer kommunens gods att anlända till en samlastningscentral där godset samlastas och körs ut till de kommunala verksamheterna. Förhoppningen är att detta ska ge en minskning av koldioxidutsläpp, partikelutsläpp, godshantering vid verksamheterna och minskad tung trafik vid kommunens verksamheter. För att kunna utvärdera resultatet av samordnad varudistribution krävs att transportpåverkan innan ett införande kan mätas och jämföras med dess påverkan efter ett införande. För att dessa mätningar ska kunna jämföras krävs att mätningarna genomförs på samma sätt före och efter införandet. Det finns en osäkerhet kring hur detta skulle kunna mätas. Syftet med studien är att undersöka vilka nyckeltal som är intressanta att mäta före och efter ett införande av samordnad varudistribution. Många städer har svårigheter gällande trafikstockningar och miljöfarliga utsläpp som leder till negativa effekter för både människor och miljön. Godstrafiken behövs för att transportera gods från fabriker till slutkunder men påverkar både växthuseffekten och stadsmiljö genom miljöfarliga utsläpp, buller och trafikolyckor. En samlastningscentral minskar bland annat på de negativa externa effekterna av godstransporter i städerna. Intervjuer har genomförts för att undersöka hur andra verksamheter som infört samordnad varudistribution gått tillväga och vad de fått för resultat. Det framkom att det var svårigheter med att få fram transportdata före införandet och att transportsituationen är väldigt komplex. Genom att verksamheterna har mer information om sina godstransporter underlättar det för dem att planera och styra över dem. En ökad positiv miljöeffekt för staden skulle kunna nås om fler verksamheter använde sig av samlastning.

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Sanches, Junior Paulo Fernandes. « Logistica de carga urbana : uma analise da realidade brasileira ». [s.n.], 2008. http://repositorio.unicamp.br/jspui/handle/REPOSIP/257667.

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Orientador: Orlando Fontes Lima Junior
Tese (doutorado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo
Made available in DSpace on 2018-08-10T15:27:25Z (GMT). No. of bitstreams: 1 SanchesJunior_PauloFernandes_D.pdf: 7905945 bytes, checksum: 62dfa4e70f19059368d9856d55cd51d1 (MD5) Previous issue date: 2008
Resumo: A União Européia vem patrocinando, desde o ano de 2000, consórcios (união de universidade, iniciativa privada e poder público) com o objetivo de conhecer a realidade da logística de carga urbana. No Brasil, projetos como os desenvolvidos na Europa ainda não foram iniciados. Porém, com a ratificação do Protocolo de Quioto pelo governo brasileiro e sua vigência a partir de 2005, aliado à nova Política Nacional de Mobilidade Urbana Sustentável (PNMUS), esse tema ganha visibilidade e força nas discussões das possíveis soluções de mobilidade urbana sustentável. O objetivo da pesquisa foi investigar a realidade da logística da carga urbana no Brasil. De forma específica buscou-se analisar o estágio atual da logística da carga urbana nas metrópoles do Brasil, identificar qual é o conceito de carga urbana no contexto brasileiro e comparar as soluções nacionais de carga urbana com as práticas internacionais. Para isso utilizou-se o método hipotético-dedutivo seguindo uma estratégia desenvolvida pelo projeto europeu BESTUFS voltado para questões semelhantes na Europa. Através da elaboração de uma matriz (MIRCU ¿ Matriz Investigativa da Realidade da Carga Urbana) e um questionário (QIRCU ¿ Questionário Investigativo da Realidade da Carga Urbana) pesquisou-se os conceitos, cenário atual e ideal, estratégias, projetos e soluções de carga urbana desenvolvidos por 20 metrópoles brasileiras. O QIRCU foi respondido pelos administradores públicos municipais responsáveis pela elaboração das políticas de trânsito das cidades. O trabalho demonstrou que os conceitos do transporte de carga urbana no Brasil se formam a partir do estágio de urbanização que as cidades se encontram e os projetos são desenvolvidos sem nenhum controle dos resultados obtidos com a sua implantação. Através da pesquisa foi possível identificar que, na percepção dos entrevistados, o conceito de mobilidade urbana no Brasil não contempla as atividades de carga urbana. Isso demonstra como será difícil ao governo brasileiro colocar em prática qualquer política nacional de mobilidade urbana sustentável, uma vez que cada cidade possui um conceito diferente tanto de mobilidade urbana quanto do transporte de carga e até mesmo do que é a carga urbana. Essa administração reativa dos problemas da carga urbana compromete a implementação da técnica de City Logistics que prevê um correto planejamento das atividades que irão ocorrer no centro das cidades
Abstract: The European Union has been sponsoring, since the year 2000, the formation of consortiums (from the association of universities, private and public organizations) aiming to identify the urban goods logistics reality. In Brazil, projects similar to those developed in Europe have yet been initialized. Nevertheless, with the signature of the Kyoto Protocol by the Brazilian Government and its legality from 2005 allied to the new Policy of National Sustainable Urban Mobility - PNMUS, this issue becomes more visible and acquires strength in the agenda for obtaining sustainable urban mobility. The objective of the research was to investigate the urban goods logistics in Brazil and in order to achieve that the hypothetico-deductive method is used jointly with the methodology developed by the European project BESTUFS. Through the elaboration of a matrix (MIRCU ¿ Matrix of investigation of urban goods reality) and a questionnaire (QIRCU - Questionnaire of investigation of urban goods reality), the concepts, present scenarios and ideal scenarios, strategies, projects and urban goods solutions developed by 20 Brazilian metropolis where researched. The QIRCU was responded by municipal public administrators responsible for the elaboration of traffic policies in their cities. The results demonstrate that the urban goods transportation concepts in Brazil are defined by the stage of urbanization where the cities are placed and the projects are developed without systematic control of the results achieved with its implementation. Through the research it was possible to identify that, in the perception of the interviewed, the concept of urban mobility in Brazil does not contemplate the activities of urban goods. Thus demonstrating the difficulty the Brazilian Government will face to realize any national policy of sustainable urban mobility, once each city has a unique and rather different concept of urban mobility and of goods transportation and even a different concept of urban goods. The reactive administration of the problems of urban goods compromises the implementation of the City Logistics technique that foresees a correct planning of the activities that will occur in the cities
Doutorado
Saneamento e Ambiente
Doutor em Engenharia Civil

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Zernis, Rudolfs. « Modelling urban traffic congestion due to construction transports - The Case of Norrköping ». Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-177545.

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Störningsfri stad is an ongoing research project in Norrköping with the aim to create a planning system that shows the impact on the city caused by construction project related logistic activities. Based on the general idea that construction sites create disturbances within a city the thesis evaluates how it is possible to model excess congestion caused by construction transport and trips. Other part of thesis focuses of the application of construction logistic solutions and their respective impact on the congestion. To deal with the stated problem, a case is created Case Norrköping. It involves the preparation of datasets that describe travel patterns for HGV and workers going to and from construction sites. Case Norrköping is based on six construction sites located in Norrköping. Construction sites have an estimated demand of transports. For that reason, three reference values are created. Reference values are given as the number of HGV serving all sites 152, 458, 1404 number of vehicles during one working day. To create OD-matrices for the HGV trips, six supplier locations are used. Resulting datasets describe in detail how and when HGV and workers arrive at the construction sites. The actual modelling of congestion effects is done in traffic simulation framework MATSim. An existing Norrköping MATSim model is used and combined with the datasets created in Case Norrköping. Output of simulation is potential congestion effect on car traffic in Norrköping. Case Norrköping is evaluated by changing the number of involved sites. Results show that construction transports contribute to increased congestion levels. Absolute increase of congestion is not significant for scenario 152 HGV. Scenarios 458 and 1404 HGV do show noticeable increases in congestion, especially during peak hour periods. Finally, construction logistic solutions are applied to Case Norrköping to evaluate the impact on congestion level. Different HGV arrival schedules at construction sites are applied. Result of logistic solution application shows that congestion levels can be decreased if peak-hour avoidance is considered in construction transport planning. Even constant arrival rate compared to present arrival rate in Case Norrköping can provide a minor decrease in congestion levels. The gains of applying logistic become more distinct with larger number of HGV. At high HGV demand such as scenario 1404 HGV, total delay hours can be decreased between 20 and 40 percent with a suitable construction logistic solution.

Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet

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Bokij, Lilia. « Aglomerace Olomouc v mezinárodních logistických sítích ». Master's thesis, Vysoká škola ekonomická v Praze, 2009. http://www.nusl.cz/ntk/nusl-16307.

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Silva, Thiago Canhos Montmorency. « Planejamento urbano e transporte urbano de carga : investigação de modelos de integração e aplicação do modelo Freturb em um recorte urbano em São Paulo ». Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/3/3146/tde-24082016-082153/.

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A efervescência da cidade moderna somente é possível devido ao deslocamento contínuo de pessoas e mercadorias. A movimentação de bens é trivial para a realização das atividades comerciais, industriais e de prestação de serviços. Sua demanda, entretanto, é condicionada pelos padrões de uso e ocupação do solo e adensamento urbano. Esta pesquisa aborda aspectos da relação entre o transporte urbano de carga e a estruturação das áreas urbanas no Brasil. O principal objetivo é analisar a influência mútua entre a logística urbana e o uso e ocupação do solo no desenvolvimento de áreas urbanas no Município de São Paulo. Dessa forma, foram identificados, selecionados e analisados abordagens, metodologias e modelos aplicáveis à análise e proposição de diretrizes que integrem os condicionantes de desenvolvimento urbano e de transporte urbano de carga. Um modelo selecionado, o Freturb, foi aplicado em um recorte urbano do Município de São Paulo. Localizada na região de Santa Cecília e Higienópolis, a área de estudo foi modelada, primeiramente, de acordo com a sua configuração urbana atual e, em seguida, com as suas predições urbanas para os anos de 2025 e 2030, conforme os parâmetros urbanísticos do novo Plano Diretor Estratégico de São Paulo, em vigor desde 2014. Os resultados da modelagem foram abordados, qualitativamente, sob três categorias, que organizam parâmetros de planejamento e que se inter-relacionam no ambiente urbano: Aspectos do Uso e Ocupação do Solo, Aspectos da Logística e Aspectos do Tráfego Urbano. O trabalhou comparou, ainda, os resultados da configuração urbana atual do recorte urbano de São Paulo, com áreas urbanas francesas, selecionadas no Centro de Lyon e no 4o. Arrondissement de Paris. Essa comparação permitiu analisar a relação entre a empregabilidade e a densidade de movimentos da carga, nas três regiões urbanas. O estudo revelou que a área estudada em São Paulo necessita de mais movimentação de carga e exige mais do viário urbano e/ou é suprida por sistemas logísticos menos organizados, em relação às duas áreas francesas. Ainda, o porte e o perfil do estabelecimento podem incrementar o tempo de carga e descarga em uma área urbana. Finalmente, as predições urbanas, de 2025 e 2030, motivadas pelo novo Plano Diretor Estratégico do Município de São Paulo, permitiram avaliar e compreender os possíveis impactos do adensamento populacional e de empregos na demanda por transporte urbano de carga. E, verificar os possíveis impactos associados, tais como incremento em paradas em \"fila-dupla\" e ocupação viária por veículos de carga.
The effervescence of the modern city is only possible due to the continuous movement of people and goods. The movement of goods is trivial for of commercial, industrial and service activities. However, it is conditioned by the patterns of land use and urban density. This research approaches aspects of the relation between the urban freight transport and the structuring of urban areas in Brazil. The main objective is to analyze the mutual relationship among urban logistics and urban land use parameters on developing urban areas in São Paulo. Thus, applicable approaches, methodologies and models were identified, selected and analyzed, in light of their potential to support the integration of urban development and urban freight transport conditions. A selected model, the Freturb, was applied in an urban area in the city of São Paulo. Located in the region of Santa Cecilia and Higienopolis, the case study area was modeled, firstly, according to its current urban setting and then with their urban predictions for the years 2025 and 2030, according the new parameters of Master Plan of São Paulo, approved in 2014. The modeling results were classified and discussed accordingly to three aspects: Land Use Aspects, Logistics Aspects and Urban Traffic Aspects. The research also compared the results of the case study area located in São Paulo with other French urban areas, selected in the Center of Lyon and 4th. Arrondissement of Paris. Such a comparison allowed analyzing the relationship between the employability and the density of freight movements, in the three urban areas. The research revealed that the area in São Paulo requires more freight movement and urban road space and/or is supplied by less organized logistics systems, with regard to the latter two French areas. Also, the size and profile of the establishment can increase the loading and unloading time of operation in an urban area. Finally, the urban predictions, 2025 and 2030, motivated by the new Master Plan of São Paulo, allowed evaluating and understanding the possible impacts of population density and employment in demand for urban freight transport. And, they also allowed verifing the possible associated impacts, such as the increase in stops at \"double-park\" and road occupancy by goods vehicles.

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Carnielle, Leonardo Gonçalves. « Proposta de um sistema de análise da logística urbana para cidades de pequeno e médio porte ». Universidade de São Paulo, 2009. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-17042009-162244/.

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O fluxo de veículos de carga em centros urbanos ocasiona degradação no tráfego das vias utilizadas e na área de entorno de seus destinos. Os veículos de grande porte trafegam em geral com menor velocidade, necessitam de áreas maiores para conversões e, para não interferir no fluxo das faixas de rolamento, necessitam de locais apropriados para as operações de carga e descarga. Esta dissertação propõe um método de avaliação da interferência dos veículos de carga nas vias urbanas, para cidades brasileiras de pequeno e médio porte. O método se baseia na coleta de dados junto aos órgãos públicos e privados envolvidos com o problema. Para a aplicação do método é necessária a identificação dos veículos utilizados, das quantidades por viagem e volumes totais movimentados pelas empresas, das características geométricas e de tráfego das vias urbanas e das formas de carregamento e descarregamento dos veículos. As áreas necessárias à conversão dos veículos são comparadas com as existentes nas vias trafegadas, com o auxílio de um SIG - Sistema de Informações Geográficas e um método de computação gráfica das trajetórias dos pontos críticos. A interferência no tráfego das vias, próximas a pontos de carga e descarga, é estudada de acordo com a configuração geométrica desses pontos. Para a avaliação quantitativa dos impactos sobre os fluxos de tráfego utiliza-se o software Integration. Um exemplo em pequena escala de uso do método proposto é apresentado, e algumas soluções são sugeridas. Essa aplicação do método apresenta as restrições do cenário operacional atual e os efeitos positivos de algumas alternativas de reformulação do tráfego de veículos de carga.
The cargo vehicle flow in urban centers causes traffic degradation on the roads used and at the destination surroundings. Heavy vehicles travel in general at lower speeds, need larger areas for conversions and, in order to not interfere in the traffic flow lanes, need appropriate docks for loading and unloading. This dissertation proposes method to evaluate the interference of cargo vehicles on urban roads, of medium and small size Brazilian cities. The method is based on data collection at public and private organizations involved with the problem. The application of the method requires the identification of the vehicles used in the operation, the quantities per haul and total volumes of goods transported by the companies, the geometric characteristics and traffic volumes of the road network and the forms of loading and unloading the vehicles. The areas needed for vehicle turns are compared with the existent along the roads traveled, with the aid of a GIS (Geographic Information System) and a graphical computation method. The traffic interference close to the loading and unloading docks is studied in accordance to the geometric configuration of these points. To quantify the impact on the traffic flow the Integration software is used. A small scale example of the proposed methods utilization is presented, and some solutions are suggested. This application of the method presents the constraints of the present operational scenario and the positive effects of some alternatives of cargo vehicle flow reformulation.

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Baravdish, Rabi, et Nemrod Barkarmo. « City logistics - The potential of consolidating goods in the city of Norrköping ». Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-141683.

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Postnord, DHL och Schenker är de tre största transportbolagen i Norrköpings stad och utför idag merparten av distributionen av gods. Inom Norrköpings stadskärna levereras varor dagligen till stadens olika gallerior samt butiker innanför promenaderna (norra, södra, östra) och Kungsgatan. Transportbolagen åker i dagsläget med totalt 6 lastbilar och 6 paketbilar för att förse kunder inom Norrköpings stadskärna med gods. Urbanisering och den ständigt växande befolkningsmängden identifieras, av aktörerna, som ett framtida trafikproblem vad gäller privata fordon och godstransportfordon. Idén med citylogistik är att optimera logistik- och transportaktiveter som sker i städer och genom det minska problemen. En potentiell lösning på problemen är samlastning av gods som går in i stadskärnan. Målet med examensarbetet är att undersöka och analysera godstransportsflödet i dagsläget i Norrköpings stad samt att uppskatta potentialen i besparingar/förbättringar för systemet, med samlastning av gods som transporteras in i Norrköpings stadskärna. Syftet med examensarbetet är att förse projektet Integrerad ruttplanering och kostnadsdelning inom citylogistik med detaljerade data om Norrköpings transporter. Syftet är dessutom att undersöka ifall samlastning är en rimlig åtgärd för att erhålla sociala, miljömässiga- och ekonomiska vinster inom städer och urbana områden. För att besvara forskningsfrågor och uppfylla målet samt syftet har metoden bestått av: intervjuer med olika aktörer, litteraturstudie kring tidigare samlastningslösningar, datainsamling genom fältobservationer och bearbetning av sekundärdata från transportbolag samt beräkningar baserade på de data för att påvisa potentialen i besparingar/förbättringar för samlastning av gods i Norrköpings stadskärna. Resultaten visar att sociala- och miljömässiga vinster kan erhållas då samarbete kring samlastning av gods genomförs. Även ekonomiska vinster i form av frigjorda resurser har kunnat erhållas. Samtliga aktörer som intervjuats i Norrköpings stad finner sig positiva till ett framtida samlastningssamarbete och många av aktörerna ser även vikten av att ett sådant samarbete inträffar. Beräkningarna visade att tidseffektivisering, minskande av antalet lastbilar samt förminskning av 𝐶𝑂2-utsläpp kan erhållas då gods inom Norrköpings stadskärna samlastas och distribueras. Examensarbetet presenterar även andra citylogistiklösningar och resultaten från en del av dem. Sammanfattningsvis kan det här examensarbetet fungera som en grund för framtida studier och ett implementerande av citylogistik och ett samlastningssamarbete i Norrköpings stad.

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Yan, Julia(Julia Y. ). « From data to decisions in urban transit and logistics ». Thesis, Massachusetts Institute of Technology, 2020. https://hdl.handle.net/1721.1/127296.

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Thesis: Ph. D., Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center, May, 2020
Cataloged from the official PDF of thesis.
Includes bibliographical references (pages 145-155).
Urban transit and city logistics have undergone major changes in recent years, including increased peak congestion, shrinking mass transit ridership, and the introduction of ride-sharing and micro-mobility platforms. At the same time, widespread data collection offers transit agencies insight into their riders in unprecedented detail. In this setting, data has the potential to inform decision-making and make meaningful impact on problems of great public interest. This thesis concerns data-driven decision-making for public transit systems, and spans topics from demand estimation to the design and operation of fixed-route systems and paratransit. The first chapter is concerned with origin-destination demand estimation for public transit. Our aim is to estimate demand using aggregated station entrance and exit counts, which can be modeled as the problem of recovering a matrix from its row and column sums.
We recover the demand by assuming that it follows intuitive physical properties such as smoothness and symmetry, and we contrast this approach both analytically and empirically with the maximum entropy method on real-world data. The next two chapters then use this demand data to inform strategic transit planning problems such as network design, frequency-setting, and pricing. These problems are challenging alone and made even more difficult by the complexity of commuter behavior. Our models address operator decision-making in the face of commuter preferences, and our approaches are based on column generation and first-order methods in order to model complex dynamics while scaling to realistic city settings. Finally, we explore tactical decision-making for paratransit. Paratransit is a government-mandated service that provides shared transportation for those who cannot use fixed routes due to disability.
Although paratransit is an essential safety net, it is also expensive and requires large government subsidies. These financial difficulties motivate us to develop large-scale optimization algorithms for vehicle routing in paratransit. We provide an optimization-based heuristic approach to servicing paratransit requests subject to labor constraints; this approach shows strong performance while also being tractable for several thousand daily requests..
by Julia Yan.
Ph. D.
Ph.D. Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center

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Dezi, Giampaolo <1980&gt. « City logistics : trasporto merci in ambito urbano ». Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2010. http://amsdottorato.unibo.it/2519/1/Giampaolo_Dezi_tesi.pdf.

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Molteplici studi, portati a termine di recente in Europa ed oltreoceano, hanno focalizzato l’attenzione sulle problematiche indotte dal trasporto merci in ambito urbano e contribuito ad identificarne possibili soluzioni (city logistics). Le aree urbane, dovrebbero idealmente essere luoghi ove abitare, svolgere attività economiche, sociali e ricreative. Esse possono vedere compromessa la loro predisposizione a tali scopi anche a causa del crescente traffico delle merci, il cui trasporto è effettuato principalmente su gomma, per via delle brevi distanze da coprire e delle carenze infrastrutturali. I veicoli commerciali, ad eccezione di quelli di ultima generazione, incidono negativamente sulla qualità dell’ambiente urbano, generando inquinamento atmosferico e acustico. La politica del “just in time”, che prevede l’assenza di magazzini di stoccaggio delle merci, incrementa i movimenti commerciali. Nella presente tesi vengono trattati alcuni aspetti logistici di regolamentazione della sosta e degli accessi per i mezzi di trasporto merci, in grado di rendere più efficiente la distribuzione dei beni, mitigando le problematiche indotte dal traffico e, quindi, salvaguardando la qualità di vita nei centri cittadini.

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Dezi, Giampaolo <1980&gt. « City logistics : trasporto merci in ambito urbano ». Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2010. http://amsdottorato.unibo.it/2519/.

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Molteplici studi, portati a termine di recente in Europa ed oltreoceano, hanno focalizzato l’attenzione sulle problematiche indotte dal trasporto merci in ambito urbano e contribuito ad identificarne possibili soluzioni (city logistics). Le aree urbane, dovrebbero idealmente essere luoghi ove abitare, svolgere attività economiche, sociali e ricreative. Esse possono vedere compromessa la loro predisposizione a tali scopi anche a causa del crescente traffico delle merci, il cui trasporto è effettuato principalmente su gomma, per via delle brevi distanze da coprire e delle carenze infrastrutturali. I veicoli commerciali, ad eccezione di quelli di ultima generazione, incidono negativamente sulla qualità dell’ambiente urbano, generando inquinamento atmosferico e acustico. La politica del “just in time”, che prevede l’assenza di magazzini di stoccaggio delle merci, incrementa i movimenti commerciali. Nella presente tesi vengono trattati alcuni aspetti logistici di regolamentazione della sosta e degli accessi per i mezzi di trasporto merci, in grado di rendere più efficiente la distribuzione dei beni, mitigando le problematiche indotte dal traffico e, quindi, salvaguardando la qualità di vita nei centri cittadini.

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Wilson, Margaret Olivia. « Community detection on urban street networks : a segmentation model for urban logistics policy and planning ». Thesis, Massachusetts Institute of Technology, 2019. https://hdl.handle.net/1721.1/123238.

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Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2019
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 81-86).
This thesis considers the community detection methods employed by network studies in a wide variety of contexts and adapts their use to the segmentation of an urban street network. In order to form partitions of urban street networks that are manageable as delivery territories or similar units of spatial aggregation, e.g., discrete demand zones, to be used in a study of urban freight distribution, extant community detection methods are assessed and adapted. Numerical experiments demonstrate that the sub-networks formed by these partitions display travel properties that make them a useful model for logistics transportation, especially in contexts where continuum approximation methods might be employed. The ratio of simulated trip distances over the actual road network to the idealized distance between the trip endpoints is used as a metric to quantify some travel properties of these segments.
This ratio describes the magnitude of detour required by network conditions, which can offer a proxy for travel efficiency due to road network variations across a city. Using this metric, network-based partitioning algorithms are shown to produce sub-networks with internal travel conditions that are on average more efficient and less variable than sub-networks produced from extant methods of urban segmentation. This result is demonstrated on a wide variety of test networks in cities worldwide. In addition, a secondary use case as a decision-support tool for policymakers is proposed. Since this algorithm creates areas with a flexible spatial resolution in which boundaries are defined by infrastructure and geography, it may constitute a useful way to delineate areas where policy interventions should be employed.
Because the impact and presence of freight traffic vary with local land uses (e.g., commercial, residential, industrial), the land use characteristics of these segments are also investigated to determine if network-based segmentation models capture more variation in land use characteristics than alternative methods.
by Margaret Olivia Wilson.
S.M. in Transportation
S.M.inTransportation Massachusetts Institute of Technology, Department of Civil and Environmental Engineering

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Ferreira, Gisele da Silva. « Influências do local de moradia sobre as escolhas de estudar e trabalhar dos jovens nas aglomerações urbanas do Rio Grande do Sul, 2000 e 2010 ». reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2015. http://hdl.handle.net/10183/132918.

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Nas últimas décadas inúmeros estudos foram produzidos acerca da influência do local de moradia sobre o bem-estar das pessoas, o chamado “efeito-bairro”. Este trabalho tem o objetivo de analisar os principais fatores que influenciam os jovens gaúchos de 15 a 24 anos a permanecerem apenas estudando, estudando e trabalhando, só trabalhando ou não estudando e nem trabalhando. Serão analisados fatores ligados ao local de moradia, características individuais dos jovens, tais como raça, sexo e idade, e familiares, tais como educação dos pais e renda familiar per capta e como cada uma dessas variáveis exerce influência sobre as escolhas dos jovens das aglomerações urbanas do Rio Grande do Sul. Para tanto, serão utilizados os microdados amostrais dos Censos Demográficos de 2000 e 2010 do IBGE, através dos quais serão construídas as variáveis dependente e independentes que constituirão a análise estatística via modelos de regressão logística multinomial. Os resultados das influências dos fatores ligados ao local de moradia apontaram que residir longe do centro, em 2000, dificultava o ingresso no mercado de trabalho para o jovem de Porto Alegre, enquanto em 2010 aumenta suas chances de estudar e de trabalhar e quanto mais elevado é o nível socioeconômico da vizinhança do jovem, maiores são suas chances de apenas estudar e menores suas chances de só trabalhar. O estudo também constatou que o jovem ser filho ou enteado do chefe domiciliar aumenta significativamente suas chances de estudar e reduz bastante suas chances de dedicarem-se exclusivamente ao trabalho; quanto mais elevada a idade do jovem, maiores suas chances de trabalhar e menores de só estudar, consequência da transição natural do jovem da escola para o mercado de trabalho; o jovem ser do sexo masculino aumenta suas chances de trabalhar; quanto mais elevada a renda domiciliar per capita do jovem, menores são suas chances de não estudar nem trabalhar; quanto mais anos de estudo o chefe domiciliar possuir, maiores as chances do jovem estudar; quanto mais crianças no domicílio do jovem, maiores são suas chances de não trabalhar nem estudar e quanto mais elevado o grupo de categoria sócio-ocupacional do chefe domiciliar, maiores são as chances do jovem estudar.
In recent decades numerous studies have been made about the influence of the place of residence on the well-being of people, the so-called "neighborhood effect." This work aims to analyze the main factors influencing the gauchos youth 15 to 24 years to stay just studying, studying and working, just working or no studying and neither working. We will analyze factors related to place of residence, individual characteristics of young people, such as race, gender and age, and family, such as parental education and family income per capita and how each of these variables influences the choices of young agglomerations urban of Rio Grande do Sul. Therefore, the sample microdata from Demographic Censuses of 2000 and 2010 IBGE will be used, through which the dependent and independent variables that constitute the statistical analysis via multinomial logistic regression models will be built. The results of the influence of factors related to place of residence indicated that reside far from the center, in 2000, made it difficult to enter the labor market for young Porto Alegre, while in 2010 increases your chances of study and work and the higher It is the socioeconomic status of the neighborhood of the young, the greater your chances of just studying and lower your chances of just work. The study also found that young to be a child or stepchild of the household head significantly increases your chances of study and greatly reduces your chances to devote themselves exclusively to the work; the higher the age of the young, the greater your chances of work and under only studying result of the natural transition of the young from school to the labor market; the young being male increases your chances of working; the higher the household income per capita of the young, the lower your chances of not study or work; the more years of schooling the household head has, the more likely the young study; the more children in the household of the young, the greater your chances of not working or studying and the higher the socio-occupational category group head home, the greater the chances of the young study.

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Ryberg, Lisa, et Johanna Skogum. « Hållbar citylogistik : En fallstudie över hur flödet av godstransporter i Skövdes stadskärna kan förbättras utifrån ett intressent- och hållbarhetsperspektiv ». Thesis, Högskolan i Skövde, Institutionen för handel och företagande, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:his:diva-16926.

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För att skapa levande stadskärnor där människor trivs och vill vistas, behöver godstransporter förse stadskärnornas verksamheter med varor. Dessa urbana godstransporter leder dock till ett flertal negativa effekter för både lönsamheten, människan och planeten. Syftet med denna fallstudie är följaktligen att bidra till skapandet av en mer hållbar citylogistik, där flödet av godstransporter in till, inom samt ut ur Skövdes stadskärna förbättras utifrån både ett intressent- och hållbarhetsperspektiv. Studien undersöker dessutom vilka problem och utmaningar som finns, samt vilka intressekonflikter som kan uppstå vid skapandet av en hållbar citylogistik. I den teoretiska referensramen presenteras innebörden av en hållbar citylogistik samt vilka intressenter och aktörer som är involverade i skapandet av en hållbar citylogistik. De urbana godstransporternas negativa effekter på stadsmiljön redovisas sedan ur ett socialt, ekonomiskt och miljömässigt perspektiv, vilket ligger till grund för de teoretiska förbättringsförslagen. Förbättringsförslagen utgår från att de bör gynna så många intressenter som möjligt för att ses som trovärdiga, samt leda till ett förbättrat flöde av godstransporter in till, inom samt ut ur Skövdes stadskärna. För att studera problematiken i Skövdes stadskärna utifrån olika intressenters perspektiv består den empiriska datainsamlingen av en kombinerad metodansats. Denna datainsamling innehåller således en direkt observation och insamling av kvantitativa data över hur godstransporter rör sig i Skövdes stadskärna, ett flertal intervjuer med både distributörer och godsmottagare, samt en genomförd enkätstudie riktad mot centrumbesökare i Skövdes stadskärna. Varje intressentgrupp har även fått möjligheten att rangordna de urbana godstransporternas negativa effekter utifrån vad de ansåg var mer respektive mindre viktigt vid skapandet av en hållbar citylogistik i Skövde för att bidra till en hållbar stadskärna. Rapportens analys baseras på framtagna förbättringsförslag samt intressentgruppernas syn på en hållbar citylogistik. Detta för att komma fram till hur flödet av godstransporter i Skövdes stadskärna kan förbättras ur ett hållbarhetsperspektiv för att gynna flera olika intressenter. Resultatet innehåller således fyra rekommenderade förbättringsförslag som anses vara rimliga att implementera i Skövdes stadskärna inom en uppskattad tidshorisont.
In order to create an attractive urban centre where people thrive, freight transport needs to provide the urban centre businesses with deliveries. However, these urban freight transports have several negative effects on profitability, people and the planet. The aim of this case study is therefore to create a more sustainable city logistics, where the flow of freight transports into, within and out of Skövde's urban centre will be improved from both a stakeholder and sustainability perspective. The study also considers the existing problems and challenges, and what conflicts of interest can arise, in the creation of a sustainable city logistics. The theoretical framework presents the content of a sustainable city logistics and which stakeholders and actors are involved in the creation of a sustainable city logistics. Later the negative impacts of urban freight transport are described from a social, economic and environmental perspective, which forms the basis for the theoretical improvement proposals. The proposals for improvement should benefit as many stakeholders as possible in order to be credible, and improve the flow of freight transport into, within and out of Skövde's urban centre. In order to study the problems in Skövde's urban centre from the perspective of different stakeholders, the empirical data collection consists of a combined research methodology. The data collection contains a direct observation and quantitative data considering the movement of freight transport in Skövde's urban centre. Furthermore, the study contains surveys and interviews with distributors and receivers in Skövde's urban centre. Each stakeholder has also been given the opportunity to rank which negative impacts of urban freight transport they considered to be more or less important in the creation of a sustainable city logistics in Skövde. The analysis is based on both proposals for improvement and the stakeholders' perspective on sustainable city logistics to find out how the flow of freight transport in Skövde's urban centre can be improved from a sustainability perspective in order to benefit several stakeholders. The result contains four recommended improvement proposals that are considered reasonable to implement in Skövde's urban centre within an estimated time horizon.

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Bonicelli, Federico <1978&gt. « Il servizio di manutenzione urbana - problemi della gestione. Approccio logistico, organizzativo e territoriale di gestione dei servizi urbani ». Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2008. http://amsdottorato.unibo.it/891/1/Tesi_Bonicelli_Federico.pdf.

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Bonicelli, Federico <1978&gt. « Il servizio di manutenzione urbana - problemi della gestione. Approccio logistico, organizzativo e territoriale di gestione dei servizi urbani ». Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2008. http://amsdottorato.unibo.it/891/.

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Lonardoni, Nicola <1974&gt. « Teoria e applicazioni sul tema della logistica urbana ». Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2008. http://amsdottorato.unibo.it/893/1/Tesi_Lonardoni_Nicola.pdf.

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Il tema della Logistica Urbana è un argomento complesso che coinvolge diverse discipline. Infatti, non è possibile affrontare la distribuzione delle merci da un solo punto di vista. Da un lato, infatti, manifesta l’esigenza della città e della società in generale di migliorare la qualità della vita anche attraverso azioni di contenimento del traffico, dell’inquinamento e degli sprechi energetici. A questo riguardo, è utile ricordare che il trasporto merci su gomma costituisce uno dei maggiori fattori di impatto su ambiente, sicurezza stradale e congestione della viabilità urbana. Dall’altro lato vi sono le esigenze di sviluppo economico e di crescita del territorio dalle quali non è possibile prescindere. In questa chiave, le applicazioni inerenti la logistica urbana si rivolgono alla ricerca di soluzioni bilanciate che possano arrecare benefici sociali ed economici al territorio anche attraverso progetti concertati tra i diversi attori coinvolti. Alla base di tali proposte di pratiche e progetti, si pone il concetto di esternalità inteso come l’insieme dei costi esterni sostenuti dalla società imputabili al trasporto, in particolare al trasporto merci su gomma. La valutazione di questi costi, che rappresentano spesso una misurazione qualitativa, è un argomento delicato in quanto, come è facile immaginare, non può essere frutto di misure dirette, ma deve essere dedotto attraverso meccanismi inferenziali. Tuttavia una corretta definizione delle esternalità definisce un importante punto di partenza per qualsiasi approccio al problema della Logistica Urbana. Tra gli altri fattori determinanti che sono stati esplorati con maggiore dettaglio nel testo integrale della tesi, va qui accennata l’importanza assunta dal cosiddetto Supply Chain Management nell’attuale assetto organizzativo industriale. Da esso dipendono approvvigionamenti di materie prime e consegne dei prodotti finiti, ma non solo. Il sistema stesso della distribuzione fa oggi parte di quei servizi che si integrano con la qualità del prodotto e dell’immagine della Azienda. L’importanza di questo settore è accentuata dal fatto che le evoluzioni del commercio e l’appiattimento dei differenziali tra i sistemi di produzione hanno portato agli estremi la competizione. In questa ottica, minimi vantaggi in termini di servizio e di qualità si traducono in enormi vantaggi in termini di competitività e di acquisizione di mercato. A questo si aggiunge una nuova logica di taglio dei costi che porta a ridurre le giacenze di magazzino accorciando la pipeline di produzione ai minimi termini in tutte le fasi di filiera. Naturalmente questo si traduce, al punto vendita in una quasi totale assenza di magazzino. Tecnicamente, il nuovo modello di approvvigionamento viene chiamato just-in-time. La ricerca che è stata sviluppata in questi tre anni di Dottorato, sotto la supervisione del Prof. Piero Secondini, ha portato ad un approfondimento di questi aspetti in una chiave di lettura ad ampio spettro. La ricerca si è quindi articolata in 5 fasi: 1. Ricognizione della letteratura italiana e straniera in materia di logistica e di logistica urbana; 2. Studio delle pratiche nazionali ed europee 3. Analisi delle esperienze realizzate e delle problematiche operative legate ai progetti sostenuti dalla Regione Emilia Romagna 4. Il caso di studio di Reggio Emilia e redazione di più proposte progettuali 5. Valutazione dei risultati e conclusioni Come prima cosa si è quindi studiata la letteratura in materia di Logistica Urbana a livello nazionale. Data la relativamente recente datazione dei primi approcci nazionali ed europei al problema, non erano presenti molti testi in lingua italiana. Per contro, la letteratura straniera si riferisce generalmente a sistemi urbani di dimensione e configurazione non confrontabili con le realtà nazionali. Ad esempio, una delle nazioni che hanno affrontato per prime tale tematica e sviluppato un certo numero di soluzioni è stata il Giappone. Naturalmente, città come Tokyo e Kyoto sono notevolmente diverse dalle città europee ed hanno necessità ed esigenze assai diverse. Pertanto, soluzioni tecnologiche e organizzative applicate in questi contesti sono per la maggior parte inattuabili nei contesti del vecchio continente. Le fonti che hanno costituito maggiore riferimento per lo sviluppo del costrutto teorico della tesi, quindi, sono state i saggi che la Regione Emilia Romagna ha prodotto in occasione dello sviluppo del progetto City Ports di cui la Regione stessa era coordinatore di numerosi partners nazionali ed europei. In ragione di questo progetto di ricerca internazionale, l’Emilia Romagna ha incluso il trattamento della logistica delle merci negli “Accordi di Programma per il miglioramento della qualità dell’aria” con le province ed i capoluoghi. In Questo modo si è posta l’attenzione sulla sensibilizzazione delle Pubbliche Amministrazioni locali verso la mobilità sostenibile anche nell’ambito di distribuzione urbana delle merci. Si noti infatti che l’impatto sulle esternalità dei veicoli leggeri per il trasporto merci, quelli cioè che si occupano del cosiddetto “ultimo miglio” sono di due ordini di grandezza superiori rispetto a quelli dei veicoli passeggeri. Nella seconda fase, la partecipazione a convegni di ambito regionale e nazionale ha permesso di arricchire le conoscenze delle best-practice attuate in Italia per lo sviluppo di strumenti finalizzati ad condividere i costi esterni della mobilità delle merci con gli operatori logistici. In questi contesti è stato possibile verificare la disponibilità di tre linee di azione sulle quali, all’interno del testo della tesi si farà riferimento molto spesso: - linea tecnologica; - linea amministrativa; - linea economico/finanziaria. Nel discutere di questa tematica, all’interno di questi contesti misti in cui partecipavano esponenti della cultura accademica, delle pubbliche amministrazioni e degli operatori, ci si è potuti confrontare con la complessità che il tema assume. La terza fase ha costituito la preparazione fondamentale allo studio del caso di studio. Come detto sopra, la Regione Emilia Romagna, all’interno degli Accordi di Programma con le Province, ha deliberato lo stanziamento di co-finanziamenti per lo sviluppo di progetti, integrati con le pratiche della mobilità, inerenti la distribuzione delle merci in città. Inizialmente, per tutti i capoluoghi di provincia, la misura 5.2 degli A.d.P. prevedeva la costruzione di un Centro di Distribuzione Urbana e l’individuazione di un gestore dei servizi resi dallo stesso. Successive considerazioni hanno poi portato a modifiche della misura lasciando una maggiore elasticità alle amministrazioni locali. Tramite una esperienza di ricerca parallela e compatibile con quella del Dottorato finanziata da un assegno di ricerca sostenuto dall’Azienda Consorziale Trasporti di Reggio Emilia, si è potuto partecipare a riunioni e seminari presentati dalla Regione Emilia Romagna in cui si è potuto prendere conoscenza delle proposte progettuali di tutte le province. L’esperienza di Reggio Emilia costituisce il caso di studio della tesi di Dottorato. Le molteplici problematiche che si sono affrontate si sono protratte per tempi lunghi che hanno visto anche modifiche consistenti nell’assetto della giunta e del consiglio comunali. Il fatto ha evidenziato l’ennesimo aspetto problematico legato al mantenimento del patrimonio conoscitivo acquisito, delle metodiche adottate e di mantenimento della coerenza dell’impostazione – in termini di finalità ed obiettivi – da parte dell’Amministrazione Pubblica. Essendo numerosi gli attori coinvolti, in un progetto di logistica urbana è determinante per la realizzazione e la riuscita del progetto che ogni fattore sia allineato e ben informato dell’evoluzione del progetto. In termini di programmazione economica e di pianificazione degli interventi, inoltre, la pubblica amministrazione deve essere estremamente coordinata internamente. Naturalmente, questi sono fattori determinanti per ogni progetto che riguarda le trasformazioni urbane e lo sviluppo delle città. In particolare, i diversi settori (assessorati) coinvolti su questa tematica, fanno o possno fare entrare in situazioni critiche e rischiose la solidità politica dello schieramento di maggioranza. Basti pensare che la distribuzione delle merci in città coinvolge gli assessorati della mobilità, del commercio, del centro storico, dell’ambiente, delle attività produttive. In funzione poi delle filiere che si ritiene di coinvolgere, anche la salute e la sicurezza posso partecipare al tavolo in quanto coinvolte rispettivamente nella distribuzione delle categorie merceologiche dei farmaci e nella security dei valori e della safety dei trasporti. L’esperienza di Reggio Emilia è stata una opportunità preziosissima da molteplici punti di vista. Innanzitutto ha dato modo di affrontare in termini pratici il problema, di constatare le difficoltà obiettive, ad esempio nella concertazione tra gli attori coinvolti, di verificare gli aspetti convergenti su questo tema. Non ultimo in termini di importanza, la relazione tra la sostenibilità economica del progetto in relazione alle esigenze degli operatori commerciali e produttivi che ne configurano gli spazi di azione. Le conclusioni del lavoro sono molteplici. Da quelle già accennate relative alla individuazione delle criticità e dei rischi a quelle dei punti di forza delle diverse soluzioni. Si sono affrontate, all’interno del testo, le problematiche più evidenti cercando di darne una lettura costruttiva. Si sono evidenziate anche le situazioni da evitare nel percorso di concertazione e si è proposto, in tal proposito, un assetto organizzativo efficiente. Si è presentato inoltre un modello di costruzione del progetto sulla base anche di una valutazione economica dei risultati per quanto riguarda il Business Plan del gestore in rapporto con gli investimenti della P.A.. Si sono descritti diversi modelli di ordinanza comunale per la regolamentazione della circolazione dei mezzi leggeri per la distribuzione delle merci in centro storico con una valutazione comparativa di meriti ed impatti negativi delle stesse. Sono inoltre state valutate alcune combinazioni di rapporto tra il risparmio in termini di costi esterni ed i possibili interventi economico finanziario. Infine si è analizzato il metodo City Ports evidenziando punti di forza e di debolezza emersi nelle esperienze applicative studiate.

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Lonardoni, Nicola <1974&gt. « Teoria e applicazioni sul tema della logistica urbana ». Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2008. http://amsdottorato.unibo.it/893/.

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Il tema della Logistica Urbana è un argomento complesso che coinvolge diverse discipline. Infatti, non è possibile affrontare la distribuzione delle merci da un solo punto di vista. Da un lato, infatti, manifesta l’esigenza della città e della società in generale di migliorare la qualità della vita anche attraverso azioni di contenimento del traffico, dell’inquinamento e degli sprechi energetici. A questo riguardo, è utile ricordare che il trasporto merci su gomma costituisce uno dei maggiori fattori di impatto su ambiente, sicurezza stradale e congestione della viabilità urbana. Dall’altro lato vi sono le esigenze di sviluppo economico e di crescita del territorio dalle quali non è possibile prescindere. In questa chiave, le applicazioni inerenti la logistica urbana si rivolgono alla ricerca di soluzioni bilanciate che possano arrecare benefici sociali ed economici al territorio anche attraverso progetti concertati tra i diversi attori coinvolti. Alla base di tali proposte di pratiche e progetti, si pone il concetto di esternalità inteso come l’insieme dei costi esterni sostenuti dalla società imputabili al trasporto, in particolare al trasporto merci su gomma. La valutazione di questi costi, che rappresentano spesso una misurazione qualitativa, è un argomento delicato in quanto, come è facile immaginare, non può essere frutto di misure dirette, ma deve essere dedotto attraverso meccanismi inferenziali. Tuttavia una corretta definizione delle esternalità definisce un importante punto di partenza per qualsiasi approccio al problema della Logistica Urbana. Tra gli altri fattori determinanti che sono stati esplorati con maggiore dettaglio nel testo integrale della tesi, va qui accennata l’importanza assunta dal cosiddetto Supply Chain Management nell’attuale assetto organizzativo industriale. Da esso dipendono approvvigionamenti di materie prime e consegne dei prodotti finiti, ma non solo. Il sistema stesso della distribuzione fa oggi parte di quei servizi che si integrano con la qualità del prodotto e dell’immagine della Azienda. L’importanza di questo settore è accentuata dal fatto che le evoluzioni del commercio e l’appiattimento dei differenziali tra i sistemi di produzione hanno portato agli estremi la competizione. In questa ottica, minimi vantaggi in termini di servizio e di qualità si traducono in enormi vantaggi in termini di competitività e di acquisizione di mercato. A questo si aggiunge una nuova logica di taglio dei costi che porta a ridurre le giacenze di magazzino accorciando la pipeline di produzione ai minimi termini in tutte le fasi di filiera. Naturalmente questo si traduce, al punto vendita in una quasi totale assenza di magazzino. Tecnicamente, il nuovo modello di approvvigionamento viene chiamato just-in-time. La ricerca che è stata sviluppata in questi tre anni di Dottorato, sotto la supervisione del Prof. Piero Secondini, ha portato ad un approfondimento di questi aspetti in una chiave di lettura ad ampio spettro. La ricerca si è quindi articolata in 5 fasi: 1. Ricognizione della letteratura italiana e straniera in materia di logistica e di logistica urbana; 2. Studio delle pratiche nazionali ed europee 3. Analisi delle esperienze realizzate e delle problematiche operative legate ai progetti sostenuti dalla Regione Emilia Romagna 4. Il caso di studio di Reggio Emilia e redazione di più proposte progettuali 5. Valutazione dei risultati e conclusioni Come prima cosa si è quindi studiata la letteratura in materia di Logistica Urbana a livello nazionale. Data la relativamente recente datazione dei primi approcci nazionali ed europei al problema, non erano presenti molti testi in lingua italiana. Per contro, la letteratura straniera si riferisce generalmente a sistemi urbani di dimensione e configurazione non confrontabili con le realtà nazionali. Ad esempio, una delle nazioni che hanno affrontato per prime tale tematica e sviluppato un certo numero di soluzioni è stata il Giappone. Naturalmente, città come Tokyo e Kyoto sono notevolmente diverse dalle città europee ed hanno necessità ed esigenze assai diverse. Pertanto, soluzioni tecnologiche e organizzative applicate in questi contesti sono per la maggior parte inattuabili nei contesti del vecchio continente. Le fonti che hanno costituito maggiore riferimento per lo sviluppo del costrutto teorico della tesi, quindi, sono state i saggi che la Regione Emilia Romagna ha prodotto in occasione dello sviluppo del progetto City Ports di cui la Regione stessa era coordinatore di numerosi partners nazionali ed europei. In ragione di questo progetto di ricerca internazionale, l’Emilia Romagna ha incluso il trattamento della logistica delle merci negli “Accordi di Programma per il miglioramento della qualità dell’aria” con le province ed i capoluoghi. In Questo modo si è posta l’attenzione sulla sensibilizzazione delle Pubbliche Amministrazioni locali verso la mobilità sostenibile anche nell’ambito di distribuzione urbana delle merci. Si noti infatti che l’impatto sulle esternalità dei veicoli leggeri per il trasporto merci, quelli cioè che si occupano del cosiddetto “ultimo miglio” sono di due ordini di grandezza superiori rispetto a quelli dei veicoli passeggeri. Nella seconda fase, la partecipazione a convegni di ambito regionale e nazionale ha permesso di arricchire le conoscenze delle best-practice attuate in Italia per lo sviluppo di strumenti finalizzati ad condividere i costi esterni della mobilità delle merci con gli operatori logistici. In questi contesti è stato possibile verificare la disponibilità di tre linee di azione sulle quali, all’interno del testo della tesi si farà riferimento molto spesso: - linea tecnologica; - linea amministrativa; - linea economico/finanziaria. Nel discutere di questa tematica, all’interno di questi contesti misti in cui partecipavano esponenti della cultura accademica, delle pubbliche amministrazioni e degli operatori, ci si è potuti confrontare con la complessità che il tema assume. La terza fase ha costituito la preparazione fondamentale allo studio del caso di studio. Come detto sopra, la Regione Emilia Romagna, all’interno degli Accordi di Programma con le Province, ha deliberato lo stanziamento di co-finanziamenti per lo sviluppo di progetti, integrati con le pratiche della mobilità, inerenti la distribuzione delle merci in città. Inizialmente, per tutti i capoluoghi di provincia, la misura 5.2 degli A.d.P. prevedeva la costruzione di un Centro di Distribuzione Urbana e l’individuazione di un gestore dei servizi resi dallo stesso. Successive considerazioni hanno poi portato a modifiche della misura lasciando una maggiore elasticità alle amministrazioni locali. Tramite una esperienza di ricerca parallela e compatibile con quella del Dottorato finanziata da un assegno di ricerca sostenuto dall’Azienda Consorziale Trasporti di Reggio Emilia, si è potuto partecipare a riunioni e seminari presentati dalla Regione Emilia Romagna in cui si è potuto prendere conoscenza delle proposte progettuali di tutte le province. L’esperienza di Reggio Emilia costituisce il caso di studio della tesi di Dottorato. Le molteplici problematiche che si sono affrontate si sono protratte per tempi lunghi che hanno visto anche modifiche consistenti nell’assetto della giunta e del consiglio comunali. Il fatto ha evidenziato l’ennesimo aspetto problematico legato al mantenimento del patrimonio conoscitivo acquisito, delle metodiche adottate e di mantenimento della coerenza dell’impostazione – in termini di finalità ed obiettivi – da parte dell’Amministrazione Pubblica. Essendo numerosi gli attori coinvolti, in un progetto di logistica urbana è determinante per la realizzazione e la riuscita del progetto che ogni fattore sia allineato e ben informato dell’evoluzione del progetto. In termini di programmazione economica e di pianificazione degli interventi, inoltre, la pubblica amministrazione deve essere estremamente coordinata internamente. Naturalmente, questi sono fattori determinanti per ogni progetto che riguarda le trasformazioni urbane e lo sviluppo delle città. In particolare, i diversi settori (assessorati) coinvolti su questa tematica, fanno o possno fare entrare in situazioni critiche e rischiose la solidità politica dello schieramento di maggioranza. Basti pensare che la distribuzione delle merci in città coinvolge gli assessorati della mobilità, del commercio, del centro storico, dell’ambiente, delle attività produttive. In funzione poi delle filiere che si ritiene di coinvolgere, anche la salute e la sicurezza posso partecipare al tavolo in quanto coinvolte rispettivamente nella distribuzione delle categorie merceologiche dei farmaci e nella security dei valori e della safety dei trasporti. L’esperienza di Reggio Emilia è stata una opportunità preziosissima da molteplici punti di vista. Innanzitutto ha dato modo di affrontare in termini pratici il problema, di constatare le difficoltà obiettive, ad esempio nella concertazione tra gli attori coinvolti, di verificare gli aspetti convergenti su questo tema. Non ultimo in termini di importanza, la relazione tra la sostenibilità economica del progetto in relazione alle esigenze degli operatori commerciali e produttivi che ne configurano gli spazi di azione. Le conclusioni del lavoro sono molteplici. Da quelle già accennate relative alla individuazione delle criticità e dei rischi a quelle dei punti di forza delle diverse soluzioni. Si sono affrontate, all’interno del testo, le problematiche più evidenti cercando di darne una lettura costruttiva. Si sono evidenziate anche le situazioni da evitare nel percorso di concertazione e si è proposto, in tal proposito, un assetto organizzativo efficiente. Si è presentato inoltre un modello di costruzione del progetto sulla base anche di una valutazione economica dei risultati per quanto riguarda il Business Plan del gestore in rapporto con gli investimenti della P.A.. Si sono descritti diversi modelli di ordinanza comunale per la regolamentazione della circolazione dei mezzi leggeri per la distribuzione delle merci in centro storico con una valutazione comparativa di meriti ed impatti negativi delle stesse. Sono inoltre state valutate alcune combinazioni di rapporto tra il risparmio in termini di costi esterni ed i possibili interventi economico finanziario. Infine si è analizzato il metodo City Ports evidenziando punti di forza e di debolezza emersi nelle esperienze applicative studiate.

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Zioni, Silvana Maria. « Espaços de carga na região metropolitana de São Paulo ». Universidade de São Paulo, 2009. http://www.teses.usp.br/teses/disponiveis/16/16139/tde-10032010-161033/.

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A caracterização do sistema de transporte de carga na Região Metropolitana de São Paulo, apresentada neste trabalho, apoia-se nas diversas formas de organização das atividades e serviços de transporte de carga, pondo em evidência os novos espaços e fluxos que foram gerados nas últimas duas décadas. A questão da circulação e transporte de carga na Região Metropolitana de São Paulo e suas relações com as transformações na organização produtiva são abordadas, entendidas como aspectos importantes da dinâmica sócioespacial da metrópole paulistana. Admite-se que as transformações na organização produtiva da metrópole implicaram o crescimento dos fluxos de bens e mercadorias que, ao afetar a organização da circulação geral e dos serviços de transporte de carga, podem ter repercutido na organização espacial urbana. Tais transformações, também decorrentes de inovações na organização dos próprios serviços de transporte de carga, vêm sendo caracterizadas como atividade logística e visam ganhos globais no processo de produção. Assim sendo, alguns dos novos elementos do sistema de transportes de carga podem estar relacionados a processos sócio-espaciais característicos da formação metropolitana contemporânea, que se expressam em diferentes formas de distribuição espacial das atividades econômicas. Partindo-se desse pressuposto são descritos alguns aspectos da organização da produção e das atividades de comércio e serviços que têm resultado em mudanças no sistema urbano de cargas, argumentando-se que tais mudanças fazem parte das dinâmicas de transformação do espaço metropolitano e confirmam a força de polarização e articulação concentrada na RMSP.
The characterization of load transport system in Metropolitan Region of São Paulo, exposed in this work, holds on several ways of activities and duties organization for cargo transport, calling the attention to the new spaces and flows that were engendered on the last decades. The issue of cargo traffic and transport in São Paulo Metropolitan region and its relation with the transformation of the productive organization are broached, understood as important aspects of social spatial dynamic of São Paulo Metropolis. It is admitted that the transformation of productive organization of the metropolis implied in the increase of the goods and merchandises flows, that when affecting the organization of the general circulation and cargo transport duties, may have rebounded in urban spatial organization. Such transformations, also decurrent from innovations in load transport duties own organization, are becoming characterized as logistics activities and aim global profits in the production process. Thus, some of the new elements of the load transport system may be related to social spatial processes characteristic of the contemporary metropolitan formation, which express itself in different ways of spatial distribution of the economical activities. Starting from this presupposition some aspects of the production organization and of the trading and duties activities are described, which have turned out to changes in the urban load system, arguing that such changes constitute the dynamics transformations of the metropolitan spaces and confirm the polarization strength and the concentrated articulation in RMSP (São Paulo Metropolitan Region).

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Merchán, Dueñas Daniel Esteban. « Effects of road-network circuity on strategic decisions in urban logistics ». Thesis, Massachusetts Institute of Technology, 2018. http://hdl.handle.net/1721.1/119911.

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Thesis: Ph. D. in Engineering Systems, Massachusetts Institute of Technology, School of Engineering, Institute for Data, Systems, and Society, 2018.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 114-120).
This thesis proposes a research framework that leverages high-resolution traffic and urban infrastructure data to improve analytical approximation methods used to inform strategic decisions in designing last-mile distribution systems. In particular, this thesis explores the effects of the road-network on the circuity of local trips, and introduces data-driven extensions to improve predictive performance of route distance approximation methods by increasing the resolution of the underlying urban road-network. Overall, these circuity-based extensions significantly increase the real-world validity of routing approximations compared to classical methods, and entail relevant implications in the configuration of logistics networks within urban markets. The framework presented in this thesis entails three inter-dependent levels of analysis: individual trip, consolidated route and last-mile network levels. In Chapter 2, we introduce a method to quantify and analyze the network circuity of local trips leveraging contemporary traffic datasets. Using the city of Sao Paulo as the primary illustrative example and a combination of supervised and unsupervised machine learning methods, significant heterogeneities in local network circuity are observed, explained by dimensional and topological properties of the road-network. Results from Sao Paulo are compared to seven additional large and medium-sized urban areas in Latin America and the United States. At a coarse-grained level of analysis, we observe similar correlations between road-network properties and local circuity across these cities. In Chapter 3, this thesis proposes a data-driven extension to continuum approximation-based methods used to predict urban route distances. This extension efficiently incorporates the circuity of the underlying road-network into the approximation method to improve distance predictions in more realistic settings. The proposed extension significantly outperforms classic methods, which build on the assumption of travel according to the rectilinear distance metric within urban areas. By only marginally increasing the data collection effort, results of the proposed extension yield error reductions between 20-30% in mean absolute percentage error compared to classical approximation methods and are within 10 - 20% compared to near-optimal solutions obtained with a local search heuristic. Further, by providing a real-world validation of classic continuum approximation-based methods, we explore how contemporary mapping technologies and novel sources of geo-spatial and traffic data can be efficiently leveraged to improve the predictive performance of these methods. Finally, building on the augmented route distance approximation, in Chapter 4 we explore the effect of road-network circuity on the design and planning of urban last-mile distribution systems. These improved routing approximations are used within an integer linear programming model to solve large-scale, real-world instances of the two-echelon capacitated location routing problem. Using the parcel delivery operation of Brazil's largest e-commerce platform in the city of Sao Paulo as the primary example to illustrate the impact and relevance of this work, we demonstrate how explicitly accounting for local variations in road-network circuity can yield relevant implications for fleet capacity planning, the location of urban distribution facilities, and the definition of facility-specific service areas. Results indicate that failing to account for local circuity would underestimate the necessary fleet size by 20% and would increase the total last-mile network cost by approximately 8%.
by Daniel Esteban Merchán Dueñas.
Ph. D. in Engineering Systems

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Tsapenko, Oleksandr, et Олександр Андрійович Цапенко. « Inland waterways in urban logistics : Еuropean examples and perspectives in Ukraine ». Thesis, National Aviation University, 2021. https://er.nau.edu.ua/handle/NAU/50556.

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1. M. Janjevic, A. Ndiaye (2014). Inland Waterways Transport For City Logistics: A Review Of Experiences And The Role Of Local Public Authorities. WIT Transactions on The Built Environment, №138, p. 279–290. Available at: https://doi.org/10.2495/UT140241 (Date of appeal: 09.03.2021). 2. Directorate-General for Mobility and Transport (2011). White paper on transport. Roadmap to a single European transport area: towards a competitive and resource efficient transport system, Office of the Official Publications of the European Union, Luxembourg, 32 p. Available at: https://doi.org/10.2832/30955. (Date of appeal: 09.03.2021). 3. D. Diziain, E. Taniguchi, L. Dablanc (2014). Urban Logistics by Rail and Waterways in France and Japan. Procedia - Social and Behavioral Sciences, №125, p. 159-170. Available at: https://doi.org/10.1016/j.sbspro.2014.01.1464. (Date of appeal: 09.03.2021). 4. Roosmale Nepveu, M. J. (2020). Implementing urban waterway transport as a sustainable freight transport solution: A case study for the city of Amsterdam. Available at: http://resolver.tudelft.nl/uuid:bb6a74ab-81e3-4cb8-808f-a87617ca9a2f (Date of appeal: 09.03.2021).
Effective organization of urban logistics is extremely important in terms of the constant growth of the population of cities. The existing infrastructure does not always cope with increasing traffic. As a result, there are problems with road congestions and the entrance of freight transport in many cities around the world. At the same time, inland waterways transport is not considered a suitable and obvious mode. However, it provides exceptional benefits in the handling of smaller deliveries within the network of city waterways, like opportunities for intermodal integration or being environmentally friendly.
Ефективна організація міської логістики надзвичайно важлива з точки зору постійного зростання населення міст. Існуюча інфраструктура не завжди справляється зі збільшенням трафіку. Як результат, у багатьох містах світу є проблеми із заторами на дорогах та в’їздом вантажного транспорту. У той же час транспорт на внутрішніх водних шляхах не вважається придатним і очевидним видом. Однак це забезпечує виняткові переваги при обробці менших поставок у мережі міських водних шляхів, таких як можливості інтермодальної інтеграції або екологічність.

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Yu, Shaohua. « Optimization models and methods for tour planning in smart urban logistics ». Thesis, université Paris-Saclay, 2020. http://www.theses.fr/2020UPAST045.

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La distribution urbaine désigne les activités de distribution de marchandises desservant les zones urbaines et les banlieues. Les progrès technologiques récents dans le domaine de la distribution sans personnel, ainsi que les nouvelles réglementations limitant l’utilisation des véhicules à moteur à combustion, vont modifier de manière significative la distribution urbaine de marchandises. En outre, le nouveau modèle commercial du commerce électronique apporte également de nouvelles opportunités et de nouveaux défis à la distribution urbaine de marchandises. Cette thèse se concentre sur un nouveau système de distribution visant à fournir de meilleurs services pour la distribution logistique urbaine. Nous allons tout d’abord étudier un système de livraison urbaine robotisé basé sur un fourgon qui peut transporter plusieurs robots, ce qui rend le système de distribution plus flexible et efficace. Ensuite, nous proposons d’intégrer la technologie de recharge en route et de recharge inverse dans le système de livraison urbaine robotisée par camionnette dans les opérations logistiques, afin d’économiser le temps pendant lequel les camionnettes électriques transportent les robots pour les recharger, ce qui augmente l’efficacité des systèmes de distribution. Enfin, nous incorporons les ramassages hybrides et les opérations de livraison dans le système de distribution urbaine robotisée basés sur des fourgons pour nous adapter au nouveau modèle commercial des entreprises de commerce électronique
Urban distribution refers to the distribution activities of goods serving urban areas and suburbs. Recent technological advances in unmanned distribution field, as well as new regulations limiting the use of combustion engine vehicles, will significantly change urban goods distribution. Besides, the new ecommerce business model also brings new opportunities and challenges to urban goods distribution. This thesis focuses on a novel distribution system to provide better services for urban logistics distribution. We first study a van-based robot urban delivery system and allow a van can carry multiple robot to make the distribution system more flexible. Then we incorporate en-route charging, and reverse charging technology into the van-based robot urban delivery system in logistics operations, to effectively use the time during which electric vans are carrying robots to recharge the robots, thereby increasing distribution systems’ efficiency. Finally, we incorporate hybrid pickup and delivery operations into the van-based robot urban distribution system to adapt to the new business model of e-commerce enterprises

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HoÌˆltgen, Daniel Godfrey. « Intermodal logistics centres, European combined transport and regional development ». Thesis, University of Cambridge, 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.243005.

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Li, Yu 1976. « Impact of modern logistics on industrial location choice and property markets ». Thesis, Massachusetts Institute of Technology, 2007. http://hdl.handle.net/1721.1/42259.

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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2007.
Includes bibliographical references (p. 147-152).
The debate on the impact of modern logistics on industrial location choice and property markets focuses on (1) whether modern inventory control and supply- chain configuration consolidate manufacturing and distribution locations and (2) whether modern logistics have reduced the demand for industrial real estate. In this research, I test the hypothesis that modern logistics have been restructuring industrial manufacturing and distribution networks, dispersing firms into certain regions to achieve the economies of dispersion, and reducing the demand for industrial space per unit of industrial output. The methodology used includes (a) theoretical analysis, (b) statistical and econometric analysis, (c) case studies, and (d) comparative analysis. Because the theoretical analysis does not provide a clear conclusion, I rely on empirical analyses to derive the actual impact or implications. Principle findings from the U.S. empirical study include (1) the changes in the distribution sector have a more significant impact on industrial location choice and property markets than the changes in the manufacturing sector; (2) both manufacturing and distribution industries have been dispersed in the past two decades; (3) improvement of inventory control is almost ubiquitous and, within a supply chain, certain players' gains are not necessarily at the cost of their suppliers' or customers' losses; (4) the traditional partial stock-adjustment model using yearly data does not explain the industrial property market well.
(cont.) Major findings from the China case studies include (1) modern logistics enable manufacturers to achieve cost reductions and service-level improvements simultaneously, and the impacts on their industrial location choice and space demand are consistent with the empirical findings of their U.S. counterparts; (2) with the expansion of globalization, advances in information technology, development of efficient markets, and increased demand from sophisticated customers, location choice and demand for industrial space will continue to be determined by the requirements of efficient supply chains.
by Yu Li.
Ph.D.

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Cebecauer, Matej. « Short-Term Traffic Prediction in Large-Scale Urban Networks ». Licentiate thesis, KTH, Transportplanering, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-250650.

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City-wide travel time prediction in real-time is an important enabler for efficient use of the road network. It can be used in traveler information to enable more efficient routing of individual vehicles as well as decision support for traffic management applications such as directed information campaigns or incident management. 3D speed maps have been shown to be a promising methodology for revealing day-to-day regularities of city-level travel times and possibly also for short-term prediction. In this paper, we aim to further evaluate and benchmark the use of 3D speed maps for short-term travel time prediction and to enable scenario-based evaluation of traffic management actions we also evaluate the framework for traffic flow prediction. The 3D speed map methodology is adapted to short-term prediction and benchmarked against historical mean as well as against Probabilistic Principal Component Analysis (PPCA). The benchmarking and analysis are made using one year of travel time and traffic flow data for the city of Stockholm, Sweden. The result of the case study shows very promising results of the 3D speed map methodology for short-term prediction of both travel times and traffic flows. The modified version of the 3D speed map prediction outperforms the historical mean prediction as well as the PPCA method. Further work includes an extended evaluation of the method for different conditions in terms of underlying sensor infrastructure, preprocessing and spatio-temporal aggregation as well as benchmarking against other prediction methods.

QC 20190531

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Thèses sur le sujet « Urban logistic »

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