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1
Yeung, Sau-fung Lorraine, i 楊秀鳳. "Transport planning in Hong Kong: cross borderfreight transport". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1995. http://hub.hku.hk/bib/B42574456.
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Shaw, Lucy Nicola. "Strategic planning in public transport". Thesis, Massachusetts Institute of Technology, 1995. http://hdl.handle.net/1721.1/70260.
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Bjarnason, Jónas. "Optimized Transport Planning through Coordinated Collaboration between Transport Companies". Thesis, KTH, Optimeringslära och systemteori, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-134095.
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This thesis studies a specific transport planning problem, which is based on a realistic scenario in the transport industry and deals with the delivery of goods by transport companies to their customers. The main aspect of the planning problem is to consider if each company should deliver the cargo on its own or through a collaboration of companies, in which the companies share the deliveries. In order to find out whether or not collaboration should take place, the transport planning problem is represented in terms of a mathematical optimization problem, which is formulated by using a column generation method and whose objective function involves minimization of costs. Three different solution cases are considered where each of them takes into account different combinations of vehicles used for delivering the cargo as well as the different maximum allowed driving time of the vehicles. The goal of the thesis is twofold; firstly, to see if the optimization problem can be solved and secondly, in case the problem is solvable, investigate whether it is beneficial for transport companies to collaborate under the aforementioned circumstances in order to incur lower costs in all instances considered. It turns out that both goals are achieved. To achieve the first goal, a few simplifications need to be made. The simplifications pertain both to the formulation of the problem and its implementation, as it is not only difficult to formulate a transport planning problem of this kind with respect to real life situations, but the problem is also difficult to solve due to its computational complexity. As for the second goal of the thesis, a numerical comparison between the different instances for the two scenarios demonstrates that the costs according to collaborative transport planning turns out to be considerably lower, which suggests that, under the circumstances considered in the thesis, collaboration between transport companies is beneficial for the companies involved.
4
Yeung, Sau-fung Lorraine. "Transport planning in Hong Kong : cross border freight transport /". Click to view the E-thesis via HKUTO, 1995. http://sunzi.lib.hku.hk/hkuto/record/B42574456.
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Saunders, Michael James. "Urban planning at the micro scale considering transport energy dependence". Universidade de São Paulo, 2010. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-04052011-151045/.
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High urban transport energy consumption is directly influenced by the level of transport energy dependence of urban forms and transport systems. Despite the introduction of new land use policies and vehicle technologies, dramatic reductions in urban transport energy dependence are not yet being observed. It is proposed that stricter land use regulations coupled with new GIS tools are required that specifically tackle the energy dependence issue. The objective of this project is to design a GIS tool that could be used within an urban development framework to dramatically reduce urban transport energy dependence. A tool was developed and named the Transport Energy Specification (TES). The TES measures urban transport energy dependency from travel behaviour, mode use and spatial data inputs. The TES is designed to be used as an energy based land-use regulation inside an urban development framework by specifying a maximum allowable energy dependency limit for land use modifications in existing urban areas and new developments. Implementation of the energy dependency land use regulation will be achieved through zoning and providing financial or other incentives for the specific desired land use activities (residential, supermarkets, kindergartens etc.). Trials were performed in Germany, New Zealand and Brazil, allowing different urban neighbourhoods and transport systems to be measured with the TES energy dependency measurement tool. The measurements confirmed similar findings from previous researchers regarding the benefits of high density areas and mixed activities in urban areas. Further analysis, trials and workshops with local governments will set in motion the process of including the TES into future urban development policy.O alto consumo de energia nos transportes urbanos é diretamente influenciado pelo grau de dependência energética das formas urbanas e dos sistemas de transportes. Como o desenvolvimento de novas tecnologias veiculares e políticas de uso do solo ainda não foi capaz de produzir reduções significativas no grau de dependência energética dos transportes urbanos, defende-se aqui que uma legislação mais restritiva de uso do solo, combinada com novas ferramentas de Sistemas de Informações Geográficas, constitui-se em uma condição necessária para enfrentar a questão da dependência energética. O objetivo deste projeto é desenvolver uma estrutura conceitual em plataforma SIG, que possa ser usada como ferramenta de planejamento para o desenvolvimento urbano, capaz de reduzir drasticamente a dependência energética do transporte urbano. A ferramenta desenvolvida recebeu a designação Especificação de Energia para Transporte (ou TES, da sigla em inglês Transport Energy Specification), e destina-se a medir o nível de dependência do transporte urbano em relação a aspectos como o comportamento de viagens, escolha modal e aspectos espaciais dos elementos urbanos. A TES foi concebida para ser usada como elemento regulatório do uso do solo, sob o ponto de vista da eficiência energética, a partir da especificação de um valor máximo para o limite de dependência energética decorrente de modificações em áreas urbanas existentes ou em novos loteamentos. A implantação de uma estratégia de regulação de uso do solo baseada no conceito de dependência energética pode ser alcançada através de uma legislação de zoneamento e de incentivos, inclusive financeiros, para determinadas tipos de uso (residências, supermercados, creches, etc.). Estudos de caso com a ferramenta proposta para avaliação do grau de dependência energética foram conduzidos em cidades selecionadas na Alemanha, Nova Zelândia e Brasil, de forma a contemplar diferentes tipos de arranjos de vizinhança e de sistemas de transportes. Os resultados encontrados confirmaram os benefícios, já apontados por outros pesquisadores, de áreas com elevadas densidades e uso misto em zonas urbanas. Novas análises, estudos de caso e discussões com governos locais são necessários para fazer do TES parte de políticas futuras de desenvolvimento urbano.
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Chan, Yu-yuen Chris. "Public transport planning in Tuen Mun". Click to view the E-thesis via HKUTO, 1989. http://sunzi.lib.hku.hk/hkuto/record/B43893247.
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Chan, Yu-yuen Chris, i 陳于遠. "Public transport planning in Tuen Mun". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1989. http://hub.hku.hk/bib/B43893247.
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Dimitriou, Harry T. "A developmental approach to urban transport planning : the urban transport planning process and its derivatives; an assessment of their contribution to transport planning for Third World cities". Thesis, Cardiff University, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.254685.
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Oliveira, Daliana Damaceno Gil de 1972. "Implantação integrada de infraestruturas de transportes : Caso do rodoanel e ferroanel no trecho norte, em São Paulo". [s.n.], 2014. http://repositorio.unicamp.br/jspui/handle/REPOSIP/258372.
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Orientador: Carlos Alberto Bandeira GuimarãesDissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo
Made available in DSpace on 2018-08-26T04:42:12Z (GMT). No. of bitstreams: 1 Oliveira_DalianaDamacenoGilde_M.pdf: 964791 bytes, checksum: 7035668583ec53d4289bd006d1fa2a90 (MD5) Previous issue date: 2014
Resumo: Os estudos de implantação do Trecho Norte dos empreendimentos Rodoanel e Ferroanel, com traçados próximos, pode potencializar e viabilizar uma série de ações conjuntas, como o compartilhamento das plataformas de terraplenagem em alguns segmentos, otimizando as interferências, drenagem, tratamentos de solos moles, contenções, obras de proteção ambiental, remanejamento de interferências, adequações funcionais dos sistemas viários lindeiros e áreas de apoio, além de procurar minimizar as necessidades de desapropriações e reassentamentos complementares aos previstos para o Rodoanel, reduzindo de forma significativa os custos em relação a hipótese dos empreendimentos a serem implantados independentemente. Este trabalho, utilizando como suporte metodológico o estudo de caso, estuda a integração dos modais rodoviários e ferroviários e a apresenta as alternativas das implantações nas formas isoladas e faz um comparativo da possibilidade de compatibilização das implantações das linhas férreas com a rodovia. E apresenta como resultado, uma opção para os problemas de infraestrutura de transporte no Brasil, a possibilidade de se pensar em uma integração na construção dos vários modais básicos
Abstract: The implantation studies of road and rail ring roads in São Paulo can enhance and facilitate a series of joint actions , such as sharing of earthwork in some segments platforms , optimizing interference , drainage, soft soil treatment , containment , protection works environmental , relocation interference , functional adaptations of the bordering road systems and support areas , and seek to minimize the needs of expropriation and resettlement complementary to that provided to the Beltway , significantly reducing costs in relation to the hypothesis of projects to be implemented independently . This work , using as methodological support the case study examines the integration of road and rail modes and presents alternative deployments in isolated forms and makes a comparison of the possibility of compatibility between implementations of the railways with the highway . And as a result has an option for the problems of transportation infrastructure in Brazil , the possibility of thinking about integration in the construction of several basic modes
Mestrado
Transportes
Mestra em Engenharia Civil
10
Lien, Jung-Hsun, i N/A. "Integrating Strategic Environmental Assessment into Transport Planning". Griffith University. Griffith School of Environment, 2007. http://www4.gu.edu.au:8080/adt-root/public/adt-QGU20070813.155624.
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Strategic Environmental Assessment (SEA) has become recognised as an improvement on the existing, limited system of project-based EIA. It aims to integrate environmental considerations into government policies, plans and programmes, and provides a basis for arriving at better-informed decisions at broader strategic levels. However, the compatibility of this new environmental planning tool with other planning systems such as transport, holds the key to successful integration of environmental concerns into existing planning approaches. This study investigates whether SEA can influence and integrate with transport planning and policy development processes through a survey of attitudes and opinions of planners on transport SEA in Taiwan. Transport planning has been criticised for considering too few alternatives, and for basing evaluations solely on technical and economic grounds. The emerging SEA seems theoretically feasible and potentially beneficial in allowing the integration of environmental concerns into strategic transport planning. Though many countries or regions have transport SEA provisions, practical transport SEA applications remain limited, mostly in Western developed countries with high environmental awareness. SEA applications are also limited in their strategies, focusing mainly on infrastructure-related projects. Moreover, most current transport SEA practices lack strategic focus and thus fail to fulfill SEA principles. This suggests that many planners are unfamiliar with the nature and techniques of SEA, and the conceptual impediments are still critical, which may result in significant barriers to transport SEA application. The EIA Act promulgated in 1994, together with its relevant provisions, have provided an applicable mechanism and a legal basis for SEA application in Taiwan, however, no transport SEA cases have been conducted. Many technical and non-technical barriers have been identified by the interviewees, indicating that most of the planners in Taiwan believe that transport SEA is conceptually and practically immature, and planners are not yet ready for it. The conceptual barriers seem more critical at this stage because practical barriers can only be identified and overcome when planners and decision-makers have a clear and proper concept of SEA. This narrowly-viewed application has limited the benefits of SEA, and has resulted in a rigid and incorrect idea that SEA was a passive impact-reducing mechanism; this may mislead the attitudes of planners to transport SEA. In fact, the emerging SEA is a re-engineered planning system framework that serves to remind planners that they are able to improve their efforts. It is a paradigm revolution, as the way in which planners think can make a vast difference. Thus, the potential for the emerging SEA concept to influence and integrate with transport planning and transport policy development processes depends not only on practical feasibility but also on a fundamental conceptual recognition of transport SEA. SEA could influence and integrate with transport planning and transport policy development processes if planners and decision-makers changed their ways of thinking. This study also found that a tiered and integrated transport SEA, embedded in the main transport planning process at different strategic levels, has great potential to embody the environmental and sustainable concerns in transport planning and decision-making. This finding is based on several contentions supported by the recent SEA studies showing that it should not be detached from the main planning process. SEA needs to be flexible in order to meet various policies, plans and programmes (PPP) demands, and it must be value-driven, not impact-oriented. A tiered, integrated transport SEA provides ways to overcome identified transport SEA application impediments. This two-in-one planning system is a simple solution which allows transport SEA to be conducted without involving complex legal processes. It improves institutional coordination and integrates not only with planning processes but also with values and resources.
11
Chan, Pui-shan Esther, i 陳佩珊. "Public transport planning for the Southern District". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1990. http://hub.hku.hk/bib/B3125763X.
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Karlsson, Caroline. "Geo-environmental considerations in transport infrastructure planning". Doctoral thesis, KTH, Mark- och vattenteknik, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-192918.
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Transport infrastructure constitutes one of the key factors to a country’s economic growth. Investment in new transport infrastructure might cause potential environmental impacts, and if a project has several alternative corridors open for suggestion then each alternative corridor will have a different impact on the environment. The European Commission has stated that the natural resources are important to the quality of life. Therefore, the efficient use of resources will be a key towards meeting future climate change and reduction in greenhouse gas (GHG) emissions. This implies that in an evergrowing global society the resource efficiency as well as the choice of transport infrastructure corridor becomes even more important to consider. The aim of this research project was to contribute to early transport infrastructure planning by the development of methods for and implementation of easy understandable geological criteria and models for decision support. Moreover, the intention was to assess how geological information can be developed and extracted from existing spatial data and coupled with other areas of interest, such as ecology and life cycle assessment. It has previously been established that geological information plays an important role in transport infrastructure planning, as the geological characteristics of the proposed area as well as the possibilities of material use influences the project. Therefore, in order to couple geological information for early transport infrastructure planning, four studies (Paper I-IV) were undertaken where methods were developed and tested for the inclusion of geological information. The first study (Paper I) demonstate how optional road corridors could be evaluated using geological information of soil thickness, soil type and rock outcrops, bedrock quality and slope in combination with ecological information. The second study (Paper II) shows how geological information of soil thickness and stratigraphy can be combined with life cycle assessments (LCA) to assess the corresponding greenhouse gas emission and energy use for the proposed road corridors. The difficulty of using expert knowledge for susceptibility assessment of natural hazards, i.e. flooding, landslide and debris flow, for early transport infrastructure planning was presented in the third study (Paper III). In this study the expert knowledge was used in a multi-criteria analysis where the analytic hierarchy process (AHP) was chosen as a decision rule. This decision rule was compared to the decision rule weighted linear combination (WLC) using two different schemes of weighting. In all the mentioned studies the importance of soil thickness information was highlighted. Therefore, the fourth and final study (Paper IV) presented a new methodology for modelling the soil thickness in areas where data is sparse. A simplified regolith model (SRM) was developed in order to estimate the regolith thickness, i.e. soil thickness, for previously glaciate terrain with a high frequency of rock outcrops. SRM was based on a digital elevation model (DEM) and an optimized search algorithm. The methods developed in order to couple geological information with other areas of interest is a tentative step towards an earlier geo-environmental planning process. However, the methods need to be tested in other areas with different geological conditions. The combination of geological information in GIS with MCA enabled the integration of knowledge for decision making; it also allowed influencing the importance between various aspects of geological information as well as the importance between geological information and other fields of interest, such as ecology, through the selected weighting schemes. The results showed that synergies exist between ecology and geology, where important geological considerations could also have positive effects on ecological consideration. Soil thickness was very important for GHG emission and energy whereas stratigraphical knowledge had a minor influence. When using expert knowledge the consistency in the expert judgements also needs to be considered. It was shown that experts tended to be inconsistent in their judgements, and that some consistency could be reached if the judgements were aggregated instead of used separately. The results also showed that the developed SRM had relatively accurate results for data sparse areas, and that this model could be used in several projects where the knowledge of soil thickness is important but lacking. It was concluded that geological information should be considered. By using GIS and MCA it is possible to evaluate different aspects of geological information in order to improve decision making.Environmental assessment of road geology and ecology in a system perspective
13
Lien, Jung-Hsun. "Integrating Strategic Environmental Assessment into Transport Planning". Thesis, Griffith University, 2007. http://hdl.handle.net/10072/367636.
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Strategic Environmental Assessment (SEA) has become recognised as an improvement on the existing, limited system of project-based EIA. It aims to integrate environmental considerations into government policies, plans and programmes, and provides a basis for arriving at better-informed decisions at broader strategic levels. However, the compatibility of this new environmental planning tool with other planning systems such as transport, holds the key to successful integration of environmental concerns into existing planning approaches. This study investigates whether SEA can influence and integrate with transport planning and policy development processes through a survey of attitudes and opinions of planners on transport SEA in Taiwan. Transport planning has been criticised for considering too few alternatives, and for basing evaluations solely on technical and economic grounds. The emerging SEA seems theoretically feasible and potentially beneficial in allowing the integration of environmental concerns into strategic transport planning. Though many countries or regions have transport SEA provisions, practical transport SEA applications remain limited, mostly in Western developed countries with high environmental awareness. SEA applications are also limited in their strategies, focusing mainly on infrastructure-related projects. Moreover, most current transport SEA practices lack strategic focus and thus fail to fulfill SEA principles. This suggests that many planners are unfamiliar with the nature and techniques of SEA, and the conceptual impediments are still critical, which may result in significant barriers to transport SEA application. The EIA Act promulgated in 1994, together with its relevant provisions, have provided an applicable mechanism and a legal basis for SEA application in Taiwan, however, no transport SEA cases have been conducted. Many technical and non-technical barriers have been identified by the interviewees, indicating that most of the planners in Taiwan believe that transport SEA is conceptually and practically immature, and planners are not yet ready for it. The conceptual barriers seem more critical at this stage because practical barriers can only be identified and overcome when planners and decision-makers have a clear and proper concept of SEA. This narrowly-viewed application has limited the benefits of SEA, and has resulted in a rigid and incorrect idea that SEA was a passive impact-reducing mechanism; this may mislead the attitudes of planners to transport SEA. In fact, the emerging SEA is a re-engineered planning system framework that serves to remind planners that they are able to improve their efforts. It is a paradigm revolution, as the way in which planners think can make a vast difference. Thus, the potential for the emerging SEA concept to influence and integrate with transport planning and transport policy development processes depends not only on practical feasibility but also on a fundamental conceptual recognition of transport SEA. SEA could influence and integrate with transport planning and transport policy development processes if planners and decision-makers changed their ways of thinking. This study also found that a tiered and integrated transport SEA, embedded in the main transport planning process at different strategic levels, has great potential to embody the environmental and sustainable concerns in transport planning and decision-making. This finding is based on several contentions supported by the recent SEA studies showing that it should not be detached from the main planning process. SEA needs to be flexible in order to meet various policies, plans and programmes (PPP) demands, and it must be value-driven, not impact-oriented. A tiered, integrated transport SEA provides ways to overcome identified transport SEA application impediments. This two-in-one planning system is a simple solution which allows transport SEA to be conducted without involving complex legal processes. It improves institutional coordination and integrates not only with planning processes but also with values and resources.Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith School of Environment
Faculty of Science, Environment, Engineering and Technology
Full Text
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Abdulaal, Jamal Abdul Mohsen. "Public transport in Saudi Arabian cities". Thesis, Cardiff University, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.250657.
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Wilkinson, Jacqueline Elizabeth Ada. "Managing transport policy : networks and interactions". Thesis, Royal Holloway, University of London, 2002. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.270442.
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Holl, Adelheid. "Transport infrastructure in lagging European regions". Thesis, University of Sheffield, 2001. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.369853.
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Mitchell, Michael James Ross. "Municipal transport in Aberdeen 1898-1975". Thesis, University of Aberdeen, 1993. http://digitool.abdn.ac.uk/R?func=search-advanced-go&find_code1=WSN&request1=AAIU052053.
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In the late nineteenth century, and the first seventy years of the twentieth, municipal enterprise in utilities was one of the major functions of local authorities. The process by which Aberdeen took its tramways into municipal ownership is examined, and contrasted with experience in Glasgow Management and direction of the Transport Department by professional managers and politicans was an issue throughout its history. After the First World War, the Department had to deal with pressures of competition and renewal of assets when Aberdeen was undergoing rapid change in population distribution as central areas were cleared and new housing was constructed in outlying areas. The influence of central government became more marked through the financing and planning of these housing estates, and the local government structures in Aberdeen were placed under increasing strain. The failure to co-ordinate planning, housing and transport resulted in fragmented decision-making, and the lack of a transport strategy in particular led to serious mistakes in transport planning and investment. The direction of transport policy was also affected by external factors, including concerns about road safety and traffic congestion. The decision to abandon the tramways is examined in some depth, and it is concluded that their abandonment should have been undertaken earlier, avoiding needless fleet renewal. In the post-tramway period the difficulties facing the Transport Department, of dealing with falling demand and the need to reduce costs, are examined. Throughout the study, the influence of local politicians on decision-making, and the influence of local critics of their policies, are considered.
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De, Klerk Stephan. "Bellville public transport interchange". Master's thesis, University of Cape Town, 2014. http://hdl.handle.net/11427/13048.
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Includes bibliographical references.Public Transport has played a fundamental part in my personal life as it was the mode of transport used to get to friends, part-time work and ultimately university campus over the span of eleven years. Using the South African public railway service on a daily basis for the past six years, it has made me aware of many fundamental architectural problems within this arena, with the biggest concern lying within the public transport interchange precinct; at the coming together of the different modes of public transport. Staying in the Northern Suburbs my entire life, attending Bellville High school and later the University of Cape Town, meant that the Bellville Public Transport Interchange has had a big impact on my idea and conceptions on the functioning of a public transport interchange. Subconsciously studying the Bellville Public Transport Interchange and understanding its functioning over the past eleven years has made me aware of the absence of architectural contribution within its current operational system and has lead me to the investigation of the relationship between architecture and the Bellville public Transport Interchange. The dissertation document that follows seeks to improve the current relationship between architecture and the Bellville Public Transport Interchange through the use of vertical and horizontal architectural layering systems.
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Black, Colin Stevenson. "Behavioural dimensions of the transport sustainability problem". Thesis, University of Portsmouth, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.310409.
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Westwell, Alan Reynolds. "Public transport policy in conurbations in Britain". Thesis, Keele University, 1991. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.314625.
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Wahab, Ibrahim Bin. "Urban public transport policy for West Malaysia". Thesis, Cardiff University, 1987. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.318961.
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Almström, Peter. "Three essays on transport CBA uncertainty". Licentiate thesis, KTH, Systemanalys och ekonomi, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-163355.
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Cost Benefit Analysis (CBA) has for a long time been used in transport planning, but it is often questioned. One main argument against CBA is that the results depend largely on assumptions regarding one or a few input factors, as for example the future fuel price or valuation of CO2 emissions. The three papers included in this thesis investigate some aspects of uncertainty in transport CBA calculations. The two first papers explore how changes in input data assumptions affect the CBA ranking of six rail and road investments in Stockholm. The first paper deals with the effect of different land-use assumptions while the second deals with the influence of economic growth, driving cost and public transport fare. The third paper investigates how alternative formulations of the public transport mode choice and route choice affect travel flows, ticket revenues and consumer surplus. These are important factors previously known to affect CBA results. The findings of the first two papers suggest that CBA results are robust concerning different land-use scenarios and single input factors. No change in rank between a road and a rail object is observed in the performed model calculations, and only one change between two road objects. The fact that CBA results seem robust regarding input assumptions supports the use CBA as a tool for selecting transport investments. The results in the third paper indicate that if there is detailed interest in, for example, number of boardings and ticket income from a certain transit line, or the total benefit of a price change, a more detailed formulation of the public transport mode choice and route choice will provide more reliable results. On the other hand, this formulation requires substantially more data on the transit line and price structure than the conventional formulation used in Swedish transport planning, especially in areas with many different pricing systems.QC 20150414
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Bachels, Mark A. "Development of sustainable urban transport energy policy : transport and land use planning implications". Thesis, University of Canterbury. Environmental Science, 1999. http://hdl.handle.net/10092/6062.
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The intent of this research was to investigate sustainable transport energy policy at a regional level. Transport energy use in the Canterbury region and Urban Christchurch provides the focus but a global context enables more far reaching conclusions.
The research focuses on regional and district level policy influences affecting transport energy use, cutting across a number of academic disciplines. The analysis suggests that well meaning independent land use and transport planning processes may be producing synergistic and unintended systemic outcomes leading to increasing transport energy use. The holistic approach adopted in this thesis develops an important tenet: unless means and ways are developed which provide balancing feedback to increasing car use - these unintended outcomes will continue.
Energy survey results for Canterbury and Urban Christchurch show that transport energy consumption is by far the fastest growing and largest sector. Mode split affects transport energy consumption as does trip length. In Christchurch car use dominates mode split. Cycling, public transport and walking are all declining in use while car trips are significantly increasing. Land use and transport planning policy factors are evaluated which affect transport energy use.
A new series of data for New Zealand's main urban areas, Christchurch, Wellington and Auckland are collected. The data include a detailed review of urban land use activities and transport network efficiencies, as well as data on economic and environmental implications of New Zealand's transport choices. This land use, transport, economic and environmental city data are compared to similar data collected for over 46 international cities. Analysis of the data reveals key insights into urban and transport planning policy effects on transport energy use, including many unexpected linkages between key parameters.
Utilising insights from the local planning process, literature on transport policy, and urban land use and transport indicators from a global survey, a systems modelling approach is utilised to identify and qualitatively assess feedback mechanisms affecting transport energy consumption. A number of positive feedbacks are found (resulting from planning policies) which support current transport energy trends.
Policies are identified for further investigation to reduce these positive feedbacks, including the need to provide more support for sustainable transport modes and reduce both car use and trip length. Key policy areas to investigate include the size of the urban area, population density and urban planning, the process of infill development, accessibility guidelines, traffic demand management measures, transport project improvement criteria (including road building), safety for slow modes, and transport funding.
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Rudolph, Melanie M. "National freight transport planning : towards a Strategic Planning Extranet Decision Support System (SPEDSS)". Thesis, Loughborough University, 1998. https://dspace.lboro.ac.uk/2134/7080.
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This thesis provides a `proof-of-concept' prototype and a design architecture for a Object Oriented (00) database towards the development of a Decision Support System (DSS) for the national freight transport planning problem. Both governments and industry require a Strategic Planning Extranet Decision Support System (SPEDSS) for their effective management of the national Freight Transport Networks (FTN). This thesis addresses the three key problems for the development of a SPEDSS to facilitate national strategic freight planning: 1) scope and scale of data available and required; 2) scope and scale of existing models; and 3) construction of the software. The research approach taken embodies systems thinking and includes the use of: Object Oriented Analysis and Design (OOA/D) for problem encapsulation and database design; artificial neural network (and proposed rule extraction) for knowledge acquisition of the United States FTN data set; and an iterative Object Oriented (00) software design for the development of a `proof-of-concept' prototype. The research findings demonstrate that an 00 approach along with the use of 00 methodologies and technologies coupled with artificial neural networks (ANNs) offers a robust and flexible methodology for the analysis of the FTN problem domain and the design architecture of an Extranet based SPEDSS. The objectives of this research were to: 1) identify and analyse current problems and proposed solutions facing industry and governments in strategic transportation planning; 2) determine the functional requirements of an FTN SPEDSS; 3) perform a feasibility analysis for building a FTN SPEDSS `proof-of-concept' prototype and (00) database design; 4) develop a methodology for a national `internet-enabled' SPEDSS model and database; 5) construct a `proof-of-concept' prototype for a SPEDSS encapsulating identified user requirements; 6) develop a methodology to resolve the issue of the scale of data and data knowledge acquisition which would act as the `intelligence' within a SPDSS; 7) implement the data methodology using Artificial Neural Networks (ANNs) towards the validation of it; and 8) make recommendations for national freight transportation strategic planning and further research required to fulfil the needs of governments and industry. This thesis includes: an 00 database design for encapsulation of the FTN; an `internet-enabled' Dynamic Modelling Methodology (DMM) for the virtual modelling of the FTNs; a Unified Modelling Language (UML) `proof-of-concept' prototype; and conclusions and recommendations for further collaborative research are identified.
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Kowalczyk, Angelika, i Monika Kustra. "Transport Planning and Sustainability : The Via Baltica Case". Thesis, Blekinge Tekniska Högskola, Sektionen för planering och mediedesign, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:bth-4647.
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Road transport is most commonly used out of other modes in terms of freight and passenger transportation on local and regional levels. For European citizens it is a primary mean of their access to services, social activities and employment. The scope of road infrastructure differs in some regions. The major disparity appears when the East of Europe is compared with the West. Actions to link periphery with the core of Europe are being continuously performed, what in this case represents itself in constructing Pan-European Transport Corridors, which will contribute to the connection of the whole territory of Europe. The Via Baltica, chosen as a case for this thesis, is a route to connect Helsinki, Tallinn, Riga, Kaunas, Budzisko and Warsaw. It is the common initiative of Finland, Estonia, Lithuania, Latvia and Poland. In addition, it is to be an express road and part of the I Pan-European Transport Corridor, which is going to connect Baltic countries with the West and South part of Europe. We focus on presenting how the Via Baltica is introduced in official documents and compare it with the process in practice. Our final goal is to assess the planning process of the Via Baltica route in Poland according to top down planning approaches and sustainability criteria. We are trying to find out what are the advantages and disadvantages of the ongoing process. After introducing results of the analysis made for the Via Baltica by Polish experts, we present how stakeholders and local authorities try to reinforce the process, regardless of environmental issues, to achieve economic and social profits. As the result we try find out how are the dimensions of sustainable development handled in the Via Baltica case in Poland. The conclusions are based on our findings concerning several conflicts which appeared during the planning process. They are also based on one-dimension as well as multi-criteria analyses.angelikakowalczyk@o2.pl monika.m.kustra@gmail.com
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Smith, Mark Craig. "Challenges in Achieving Sustainable Transport Through Spatial Planning". Thesis, University of Liverpool, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.507794.
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Tang, Wai-leung, i 鄧偉亮. "Cross border freight transport planning for Hong Kong". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1989. http://hub.hku.hk/bib/B31257586.
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Tsang, Chiu-kei, i 曾炤基. "Recreational public transport planning (RPTP) in Hong Kong". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1999. http://hub.hku.hk/bib/B3126010X.
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Antonopoulos, Andreas. "Planning telecommunication transport networks : metrication, analysis and design". Thesis, University College London (University of London), 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.287551.
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Morais, Rui Manuel Dias. "Planning and dimensioning of multilayer optical transport networks". Doctoral thesis, Universidade de Aveiro, 2015. http://hdl.handle.net/10773/14094.
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Doutoramento em Engenharia EletrotécnicaThis thesis presents a study on the planning of multilayer optical transport networks considering the various hardware implementation constraints. Optimization methods for the various stages of the network planning are proposed, namely physical topologies design, and green eld and multi-period nodes dimensioning. The developed methods rely on integer linear programming models (ILP), heuristic algorithms and statistical methods. Initially, the enabling technologies and the di erent node architectures usually employed in multilayer optical transport networks are presented. Additionally, the main grooming schemes and transport modes are also discussed. Assuming that the node localization is known, the rst stage of the overall network planning process is the deployment of the network links. Thus, a genetic algorithm for the design of survivable physical topologies with minimum cost is proposed, as well as a dimensioning model for links. Within the heuristic algorithm various genetic operators are evaluated, compared and benchmarked using an ILP model. After, the nodes are planned. Therefore, optimization models for the nodes dimensioning to use in green eld scenarios are proposed. The models are based on ILPs and calculate the number and type of modules required to implement xed and exible architectures, for both the electrical and the optical layer, taking into consideration the hardware implementation constraints. Using the developed models, comparative techno-economic analysis are performed focusing on the CapEx, power consumption, and footprint requirements. As a result, and based on the outcome of a large set of simulations, an optimization method based on simple rules for node architecture selection is proposed. Finally, optimization methods based on ILPs to use in multi-period planning are presented. The models consider the various electrical layer architectures, and enable a planning considering hitless re-grooming. Then, a comparative techno-economic analysis is performed and the savings attained by exploiting hitless re-grooming evaluated, highlighting the conditions where such savings are more signi cant.
Nesta tese é apresentado um estudo sobre o planeamento de redes de transporte óticas multicamada, considerando as diversas restrições de implementação. São propostos métodos de optimização para as várias etapas do planeamento da rede, nomeadamente desenho de topologias físicas, e dimensionamento de nós em ambiente greenfield e multiperíodo. Os métodos desenvolvidos baseiam-se em modelos de programação linear inteira (PLI), algoritmos heurísticos e métodos estatísticos. Inicialmente, as principais tecnologias e as diferentes arquiteturas de nós usualmente utilizadas em redes de transporte óticas multicamada são apresentadas. Adicionalmente, são também abordados os principais esquemas de agregação e modos de transporte. Assumindo que a localização dos nós é conhecida, a primeira etapa do processo de planeamento da rede é a implementação das ligações. Assim, é proposto um algoritmo genético para o desenho de topologias físicas sobreviventes com custo mínimo, bem como um modelo de dimensionamento para as ligações. Dentro do algoritmo heurístico vários operadores genéticos são avaliados, comparados e o seu erro calculado através de um modelo de PLI. Posteriormente, os nós são planeados. Assim, são propostos modelos de optimização para o dimensionamento dos nós, adequados para cenários greenfield. Os modelos são baseados em PLI e calculam o número e tipo de módulos necessários para implementar arquiteturas fixas e flexíveis, tanto para a camada eléctrica como ótica, tendo em consideração as restrições de implementação. Utilizando os modelos desenvolvidos, são realizadas análises comparativas técnico-económicas, com foco no CapEx, consumo energético e requisitos de espaço. Como resultado, e tendo por base um grande conjunto de simulações, é proposto um método de optimização baseado em regras simples para selecção da arquitetura do nó. Finalmente, são apresentados métodos de optimização baseados em modelos PLI adequados para cenários multiperíodo. Os modelos consideram as várias arquiteturas para a camada eléctrica e permitem um planeamento considerando reagregacão sem interrupção de tráfego. Assim, _e realizada uma análise comparativa técnico-económica e avaliados os benefícios alcançados através da exploração da reagregação sem interrupção de tráfego, destacando as condições onde estes são mais significativos.
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Tsang, Chiu-kei. "Recreational public transport planning (RPTP) in Hong Kong /". Hong Kong : University of Hong Kong, 1999. http://sunzi.lib.hku.hk/hkuto/record.jsp?B21041702.
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Harris, N. R. "A life-cycle perspective on land transport sustainability". Thesis, University of Sheffield, 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.286560.
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Ho, Wing-hei Nancy, i 何穎曦. "Land use and transport: how accessibility shapes land use". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2011. http://hub.hku.hk/bib/B46736852.
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Tornberg, Patrik. "Making Sense of Integrated Planning : Challenges to Urban and Transport Planning Processes in Sweden". Doctoral thesis, KTH, Urbana och regionala studier, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-48968.
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The shaping of spatial structures at the urban, regional and national levels involves numerous kinds of actors and planning activities. In recent years, calls for crosssectoral coordination and integrated planning approaches echo extensively across different fields of planning. However, experiences from planning situations around Sweden and elsewhere reveal great challenges to such ambitions. This thesis explores key conditions for an integrated approach to urban and transport planning, focusing on the relationships between public professional actors and agencies involved in the interface between urban and transport planning and strategy making, at the local and national level in Sweden. The theoretical framework is based on communicative planning theory and theories on sensemaking. The empirical material emanates from the project The Livable City, a collaboration project between three Swedish municipalities and national authorities responsible for transport and urban planning in Sweden. The aim of The Livable City was to develop knowledge about integrated planning of the built environment and transport systems and to develop integrated processes for coordination of different interests, demands and needs. Case studies were conducted, based on document studies, interviews and observations. The results from this study illustrate various aspects of how plans and strategies in a multiperspective environment need to make sense to actors with different perspectives on what planning is all about. A sensemaking perspective on planning suggests that plans and strategies to promote an integrated approach to planning will always be partial and selective despite ambitions for these to be comprehensive or holistic. Commitment, reification and participation have in the cases proven to be useful concepts to understand the sensemaking aspect of planning practice. Interactive processes may inform the shaping of perspectives and can therefore be an element in efforts to promote integrated approaches to urban and transport planning, although the extent to which this may be achieved is highly dependent on contextual conditions and will vary from case to case.QC 20111125
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Sadullah, Ahmad Farhan. "Public transport in Kuala Lumpur : a model-based approach". Thesis, University College London (University of London), 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.320749.
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Bristow, Abigail Lesley. "The distributional impact of subsidies in urban public transport". Thesis, University of Newcastle Upon Tyne, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.315602.
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Höltgen, 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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Mueller, Natalie 1988. "Health impact assessment of urban and transport planning policies". Doctoral thesis, Universitat Pompeu Fabra, 2017. http://hdl.handle.net/10803/664239.
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Urbanization processes are ongoing. Some aspects of urban life such as a sedentary lifestyle, the risk of traffic incidents, high levels of air pollution, noise and heat, and a lack of green spaces can have detrimental effects on our health and well-being. Despite consensus that these exposures related to urban and transport planning affect our health, there is little quantification of these health risk factors in the urban context. Quantitative health impact assessment (HIA) can provide numeric indices of health risk factors and can inform the health benefit-risk tradeoff of public policies. The present thesis sheds light on the utility of quantitative HIA in urban and transport planning policies. Almost 3,000 premature deaths, over 50,000 disability-adjusted life-years (DALYs) and over 20 million € in direct health care spending were estimated to be attributable to current urban and transport planning practices in Barcelona, Spain annually. The present thesis suggests that overwhelming motor transport fleets in cities need to be reduced through (1) the promotion of active transport (i.e. walking and cycling for transport in combination with public transport), facilitated by for instance the expansion of cycling networks and (2) the reinforcement of green spaces. Active transport together with green spaces, were assessed to provide considerable net health benefits through increases in physical activity levels and mitigation of motor transport-associated emissions of air pollution, noise and heat. The present thesis concludes that HIA is a useful tool for quantification of anticipated health impacts of public policies and more extensive application of HIA is encouraged.Algunas de las características de la vida urbana como el estilo de vida sedentario, el riesgo de sufrir accidentes de tráfico, los altos niveles de contaminación atmosférica, el ruido, el calor y la falta de espacios verdes pueden tener efectos perjudiciales en nuestra salud y bienestar. Aunque se sabe que estas exposiciones afectan nuestra salud, existe poca cuantificación de estos factores de riesgo en el contexto urbano. Las evaluaciones del impacto sobre la salud cuantitativas (HIA por sus siglas en inglés) proporcionan datos sobre los factores de riesgo en la salud e información del equilibrio entre beneficio y riesgo de las políticas públicas. Se estima que cada año casi 3,000 muertes prematuras, más de 50,000 años de vida ajustados por discapacidad (DALYs por sus siglas en inglés) y más de 20 millones de € de gastos directos en el sistema de salud que son atribuibles a las actuales políticas urbanas y de transporte en Barcelona, España. Esta tesis sugiere que el tráfico rodado en las ciudades necesita ser reducido mediante (1) la promoción del transporte activo (caminar, ir en bicicleta, transporte público), facilitada p.ej. por la expansión de la red de carril de bicicleta, y (2) con el aumento de los espacios verdes. Se estimó que el transporte activo y los espacios verdes proporcionan considerables beneficios netos para la salud a través del aumento de la actividad física y de la mitigación de las emisiones de contaminantes atmosféricos, ruido y calor asociadas al transporte motorizado. La presente tesis concluye que la HIA es una herramienta útil para la cuantificación anticipada de los impactos en la salud de las políticas públicas y se recomienda una aplicación extensiva de esta metodología
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Herzberg, Susie. "Urban transport planning and the use of the bicycle". Title page, contents and abstract only, 1987. http://web4.library.adelaide.edu.au/theses/09PLM/09plmh582.pdf.
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CAVALLARO, FEDERICO. "Impacts and evaluation of CO2 emissions in transport planning". Doctoral thesis, Università IUAV di Venezia, 2016. http://hdl.handle.net/11578/278720.
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Favero, Giorgia. "Fiscal decentralization and urban public transport". Thesis, Massachusetts Institute of Technology, 2006. http://hdl.handle.net/1721.1/37675.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2006.Includes bibliographical references (leaves 163-168).
Financing public transport through public funds is a common practice that can be justified on different grounds: equity, natural monopoly and, particularly with the increasing motorization rate, externalities produced by private transport (congestion, pollution, road accidents) especially in urban areas. In addition, there is a belief that transport investments support economic growth, in particular transit investments because they help fostering the agglomeration effect. Whether local or national tax sources should be used for subsidizing public transport is a fairly recent question, at least in Europe where, historically, countries used to be very centralized. Several national policy reviews as well as academic papers suggest that the reforms aiming at decentralizing power and responsibility for urban public transport management lead to successful outcomes. Yet, there is no literature on the effects of decentralization of tax raising on public transport provision although an increasing number of subnational governments reports a mismatch between transferred resources and devolved responsibilities and the public finance literature indicates that decentralization of finance authority can improve the results of decentralization reforms .
(cont.) The objective of this thesis, thus, is to test if the theoretical benefits of fiscal decentralization (i.e. decentralization of taxing power in addition to management responsibilities) apply to the urban public transport sector and to what extent. Using a sample of five European cities (Madrid, Barcelona, Paris, Milan and Stockholm) in decentralized countries as case studies, the thesis identifies three major outcomes of fiscal decentralization. First it increases the expenditure in public transport infrastructure. Second it increases the entrepreneurship of the local policy-makers. Third it generally improves the predictability of the revenues and therefore helps planning in the medium to long term. On the other hand, the research also shows that there is no increased willingness to tax at the local level therefore the stability of funding and its adequacy to the needs is not guaranteed by local fiscal autonomy. The thesis moreover suggests that a mixed system of national dedicated taxation and local capacity to incrementally adapt the tax rates is an optimal scheme for financing local public transport. Finally, in light of the case studies, the thesis provides some recommendations to Transport for London (TfL), in order to guide the ongoing debate on the necessity of increased fiscal autonomy for the local authorities in the UK to solutions that are likely to improve TfL's situation.
by Giorgia Favero.
S.M.
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Fang, Wanli Ph D. Massachusetts Institute of Technology. "Dispersion of agglomeration through transport infrastructure". Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/81637.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2013.Cataloged from PDF version of thesis.
Includes bibliographical references (p. 191-199).
My dissertation aims to assess transport infrastructure's influence on the productivity, scale and distribution of urban economic activities through changing intercity accessibility. Standard project-level cost-benefit analysis fails to capture the economy-wide impacts in justifying investments in the transport sector. I propose a research framework that: (1) synthesizes the spatial emphasis of the New Economic Geography theories with the temporal perspective of the growth theories; (2) extends the scope of agglomeration effects by highlighting a city's access to external resources as a partial substitute for its own endowment; and (3) bridges the spatial discontinuity between regional and urban studies by introducing intercity accessibility as a determinant of intra-city land uses. I apply the proposed framework to study the spatial economic impacts of China's high-speed rail system at network, corridor, and node (city) levels. The GIS-based spatial analyses of the network accessibility measured by three alternative indicators consistently illustrate that, the extensive transport investments during 2001-2010 have reduced the disparities in accessibility among cities in China, with the coefficient of variation dropping by nearly 50%. Differently, estimations from the panel data models shed light on the complexity in the relationship between accessibility and economic activities, which consists of both generative and redistributive components and simultaneously leads to convergent and divergent economic outcomes. Yet, empirical evidence denies the saturation effects of accessibility. Extended estimations using different instrument variables (IV) partially relieve the concerns on endogeneity issues. Further analyses of a particular transport corridor reveal that, with HSR, the regional urban hierarchy is evolving towards a more interwoven structure, with major cities reaching for overlapped hinterlands. HSR's short-run influences on the location choice of economic activities vary in terms of spatial coverage and are not necessarily restricted to cities with direct HSR access. The city-level comparative case studies indicate that HSR stations introduce external demand for urbanization, leading to new development once matching land supply exists. A cluster analysis of ten demand-supply-related factors generates three prototypes of station-area development. For each type, public and private sectors have adopted different institutional arrangements, yet common challenges exist in preventing speculative investments and matching the development portfolio with the composition of actual needs. The findings lead to important policy implications for decision-makers in China. First, China has not exhausted the agglomeration benefits dispersing through transport infrastructure given the remarkable regional disparities. From an economic development perspective, HSR lines connecting coastal megacities with lagging inland cities are effective in reducing disparities in accessibility and should be encouraged. Second, for the appraisal of major transport projects including HSR, it is reasonable to extend the standard CBA to include the generative benefits; to evaluate the impacts on regional disparities based on redistributive effects; and to avoid overbuilding through identification of saturation effects. Third, HSR has the potential to reshape the path of urbanization. The evolution of the urban hierarchy towards a more interwoven structure may eventually raise the need for adapting administrative arrangements to fit the actual economic interaction. As to urban configuration, HSR stations may catalyze compact urbanization around transit facilities. However, local governments should avoid using HSR stations as a vehicle for excessive generation of land concession revenues.
by Wanli Fang.
Ph.D.
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Venter, Jason Stephen. "Salt River multi modal transport interchange". Master's thesis, University of Cape Town, 2011. http://hdl.handle.net/11427/5580.
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Includes abstract.Includes bibliographical references.
South African cities have unique spatial design challenges which can be attributed to our historical and politically charged urban planning practices. Our cities are characterised by modernist town planning principles which have fragmented communities through spatial barriers such as highways, train lines and fences while current development perpetuates urban sprawl. Due to these circumstances many contemporary urban design policies promote densification strategies through transit orientated approaches.In my thesis project, I propose to redesign Salt River Train Station into a multi modal transport interchange. I argue that this multimodal interchange can have an urban developmental and regenerative effect that can address some of the challenges faced in our urban landscape. This design report will attempt to document the processes and explorative methods that I have incorporated during this design process.
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Al-Hajri, Ghanem Mohamed. "The impact of sea-air mode on air cargo transport". Thesis, Cranfield University, 1997. http://hdl.handle.net/1826/3259.
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The following research looks into the concept of sea-air
intermodality, a combination of two or more modes of
transport for the carriage of goods from origin to
destination. The study examines why and how this form of
transport evolved to become a viable alternative to the
conventional single modes of ocean and air transport.
The viability of the sea-air mode depends on various
equally important factors which are analysed in depth, with
a special emphasis on the sea-air transfer port. fn this
context, research findings of the world's existing sea-air
hubs are recorded and evaluated in terms of their present
and future trends.
At a sea-air transfer hub, ocean cargo is converted to direct
air freight, thus adding new volumes of air cargoes. In this
respect, sea-air plays a positive role in the present and
future development of the air freight industry.
The impact of the sea-air mode can be most clearly seen in
the case study analysis in Chapter 10 of this thesis,
whereby the potential for 'convertibility' of large portions
of low density ocean cargoes to the sea-aix mode, is
successfully demonstrated.
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Brown, Nigel John. "Quality of life issues within an integrated transport strategy framework". Thesis, University of Leeds, 1996. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.248474.
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Chiquetto, Sergio Luiz. "Modelling the impacts of transport policies on the urban environment". Thesis, University College London (University of London), 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.363975.
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Rye, Tom. "The implementation of workplace transport demand management in large organisations". Thesis, Nottingham Trent University, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.301518.
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Lopes, Andrà Soares. "Transport, land use and activities: conceptual modeling for the urban accessibility planning". Universidade Federal do CearÃ, 2015. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=15703.
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CoordenaÃÃo de AperfeÃoamento de Pessoal de NÃvel SuperiorO planejamento complexo de cidades exige o desenvolvimento de modelos conceituais do funcionamento e dependÃncias mÃtuas dos seus elementos constituintes. Jà hà algumas dÃcadas, as comunidades tÃcnico-cientÃficas associadas ao planejamento de cidades tentam modelar a interaÃÃo entre os subsistemas urbanos de uso do solo e transportes. Seus esforÃos isolados conseguiram alcanÃar certo Ãxito na representaÃÃo parcial do fenÃmeno urbano, mas ainda esbarram na dificuldade de tratar tais sistemas multidimensionais como uma problemÃtica Ãnica, abrangente e integrada. A partir de uma revisÃo dos modelos conceituais acerca de sistemas LUTI (IntegraÃÃo de Uso do solo e Transportes, do original âLand Use and Transport Interactionâ) verificou-se um conjunto de fragilidades conceituais que dificultam o processo de modelagem integrada do fenÃmeno urbano. Dentre estas fragilidades destaca-se o fato de estes esforÃos nÃo representarem a contento, ou mesmo reconhecerem, de que subsistemas à constituÃdo o sistema urbano. Consequentemente, reconhecemos a necessidade do desenvolvimento de uma proposta de modelagem conceitual sistÃmica do fenÃmeno urbano, que incorpore aspectos de dinamicidade da relaÃÃo entre os subsistemas de atividades, uso do solo e transportes. Esta proposta de modelo, chamado de modelo ALUTI (âActivity, Land Use and Transport Interactionâ), constitui uma ferramenta de comunicaÃÃo entre as comunidades tÃcnico-cientÃficas de planejamento de cidades. Ela à baseada na teoria microeconÃmica de relaÃÃes oferta/demanda e na suposiÃÃo das relaÃÃes de causalidade entre subsistemas, a partir de um modelo âa prioriâ, baseado na literatura. A aplicabilidade do modelo ALUTI à verificada para trÃs etapas fundamentais do planejamento da mobilidade e acessibilidade. Primeiro (1), como ferramenta demonstrativa da evoluÃÃo dos paradigmas do planejamento dos transportes, que và hoje o paradigma do planejamento da acessibilidade como caminho plausÃvel à integraÃÃo transdisciplinar dos esforÃos de planejamento. Segundo (2), como ferramenta representativa dos problemas que afligem os atores partÃcipes do fenÃmeno urbano. Desta aplicaÃÃo, reconhecemos problemas derivados de: proposiÃÃes metodolÃgicas; valores e princÃpios norteadores do planejamento; e de categorias distintas de restriÃÃes à acessibilidade. A terceira aplicaÃÃo do modelo ALUTI (3) à como ferramenta auxiliar à interpretaÃÃo das relaÃÃes de dependÃncia entre problemas, e de sua caracterizaÃÃo (quantificaÃÃo/qualificaÃÃo). Esta Ãltima aplicaÃÃo do modelo ALUTI evidencia a contribuiÃÃo do presente trabalho na definiÃÃo de hipÃteses de causalidade entre os elementos constituintes do sistema urbano integrado, e no auxÃlio à construÃÃo de indicadores que nos permitam melhor entender as relaÃÃes complexas entre problemas e restriÃÃes de acessibilidade.
A complex city planning requires the development of conceptual models of how these systems work and of the mutual dependencies of its constituent elements. For some decades now, the technical and scientific communities responsible for the city planning have been building some conceptual models of urban land use and transport interaction (LUTI). Isolated efforts of these communities have achieved some success in representing the urban phenomenon (understood as a complex system). They still encounter some difficulties in dealing with such multidimensional systems in a complex way. To achieve such goal it would require a more comprehensive and integrated approach. From the literature review of existing conceptual models that address the representation of LUTI systems we could find a set of conceptual weaknesses that hinder the integrated modeling of urban phenomena. Among these weaknesses we highlight that these efforts do not represent satisfactorily, or even recognize, subsystems that comprise the urban system. For this reason, we understand the need to develop a proposal for a systemic conceptual model for the urban phenomena. One that incorporates the dynamic aspects of the relationship among at least three subsystems (activities, land use and transport). The proposed model, called ALUTI model ("Activity, Land Use and Transport Interaction"), is a tool for communication between the technical and scientific communities of city planning. It is based on the microeconomic theory of supply/demand balance relationship, and the assumption of causal relationships between subsystems, derived from an âa prioriâ model. The applicability of the ALUTI model is verified for, at least, three basic stages of mobility and accessibility planning: Problem representation, characterization and diagnosis. First (1) as a demonstrative tool of the evolution of transport planning paradigms, which culminates today with the paradigm of accessibility planning as plausible path to the integration of transdisciplinary planning efforts. Second (2), as a representative tool of the problems afflicting the actors involved in urban phenomenon. In this application, we recognize a set of derivative problems: from the theoretical and methodological interpretations of the problems; from the guiding values and principles of planning; and from different types of accessibility restrictions. The ALUTI model third application (3) is as an auxiliary tool to the interpretation of dependency relationships between problems, and its characterization (quantification / qualification). This last application for the ALUTI model highlights the contribution of this work in defining causality hypotheses between the elements of integrated urban systems, and as an aid for the construction of indicators that enable us to better understand the complex relationships between problems and accessibility restrictions.
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Ho, Chi-cheong Joe, i 何志昌. "A critique of the effectiveness of transport planning models on railway planning in Hong Kong". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1999. http://hub.hku.hk/bib/B3195201X.
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Ho, Chi-cheong Joe. "A critique of the effectiveness of transport planning models on railway planning in Hong Kong". Hong Kong : University of Hong Kong, 1999. http://sunzi.lib.hku.hk/hkuto/record.jsp?B21128960.
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