A prioridade aos sistema de transporte coletivo por ônibus gera inúmeros benefícios operacionais, como menores tempos de viagem, velocidades operacionais mais elevadas, proporcionando, também, melhores condições aos usuários nos seus deslocamentos. Apresenta-se uma caracterização geral de 374 corredores prioritários ao ônibus, incluindo sistemas BRT (Bus Rapid Transit), BHLS (Bus with High Level of Service) e corredores com segregação viária. Análises de clusterização foram usadas para encontrar similaridades entre os diferentes corredores e resultaram na formação de quatro grupos. Verificou-se que as dez características com maior influência para a formação dos agrupamentos consistem de características físicas e operacionais dos corredores. Foi possível identificar características próprias para cada um dos clusters. Para entender o impacto de diferentes elementos de projeto e desempenho dos corredores na velocidade operacional realizou-se análises de relação entre variáveis. / The priority of public transport, more specifically bus systems, generates numerous operational benefits, such as lower travel times, higher operating speeds, as well as offering better conditions for users. A general characterization of the 374 bus priority corridors is presented, including BRT systems (Bus Rapid Transit), BHLS (Bus with High Level of Service) and segregated bus priority corridors. Clustering analyses was used to find out similarities between the different corridors and resulted in the formation of four groups. It was found that the ten most influential characteristics for the formation of the 4 groups consisted of physical and operational characteristics of the corridors. It was possible to identify set of characteristics for each one of the clusters. Relationship between the variables was used to understand the impact of different design elements and performance of bus priority corridors in terms of operational speed.

A confiabilidade e a variabilidade do tempo de viagem são importantes fatores na escolha modal dos passageiros em viagens urbanas. Cada vez mais os sistemas de transporte têm buscado, além da redução do tempo médio de viagem, garantir ao usuário maior precisão na previsão do tempo total gasto entre sua origem e seu destino, incluindo aí o tempo de espera, o tempo de viagem e, em alguns casos, o tempo de transferência. Com o incremento do uso do automóvel nas cidades e, consequentemente, o aumento nos índices de congestionamento, a solução adotada pelos planejadores tem sido a dedicação de faixas exclusivas para sistemas de transporte coletivo. É então que, a partir da experiência dos sistemas sobre trilhos aliada à flexibilidade permitida pelos sistemas sobre pneus, surgem os sistemas Bus Rapid Transit (BRT). Esta dissertação contempla a análise da variabilidade do tempo de viagem em sistemas de faixas de prioridade para ônibus a partir do estudo de caso de três sistemas implantados em cidades brasileiras. Através da análise de dispersão dos tempos verificados para os dias úteis de uma semana padrão de operação, é avaliada a variabilidade por faixa horária em cada corredor abordado no estudo de caso. Os resultados apontam para um desvio-padrão por faixa horária entre 0,7% e 14,8% em relação ao tempo médio de viagem nos corredores analisados. A abordagem da variabilidade em corredores de faixas preferenciais para ônibus através do estudo de caso de três corredores Bus Rapid Service (BRS) apontou um coeficiente de variação entre 16,9% e 25,2%. Os resultados da análise comparativa apontam um desempenho superior dos sistemas BRT em relação a corredores BRS no tocante à confiabilidade do tempo de viagem em sistemas de ônibus. / Reliability and travel time variability are key factors in modal choices for urban travel. Apart from reducing the average travel time, transport systems have tried to ensure that travelers could have a sharper prediction in time to be spent commuting including waiting time, journey time and in some cases the transference time. As cars have become more used in big cities, and thus increasing traffic jam, the solution found by planners have been lanes only for public transportation. Mixing the experience of rail systems with the flexibility allowed by road ones, Bus Rapid Transit (BRT) were created. This study approaches the analysis of the travel time variability in priority systems for bus type BRT from the case study of three systems implemented in Brazilian cities. Through analysis of dispersion times observed for working days of a week standard operation, the variability per hour found in each corridor covered in the case study is evaluated. The results show an standard deviation by time band of 0.7% - 14.8% over the average travel time. The approach of the variability in corridors with preferential bus lanes through the case study of three corridors Bus Rapid Service (BRS) showed a coefficient of variation between 16.9% and 25.2%. Results indicate superior performance of BRT systems in relation to BRS corridors regarding the reliability of travel time by bus systems.

Dissertação (mestrado)—Universidade de Brasília, Faculdade de Tecnologia, Departamento de Engenharia Civil e Ambiental, 2014. / Submitted by Ana Cristina Barbosa da Silva (annabds@hotmail.com) on 2014-10-16T19:02:07Z No. of bitstreams: 1 2014_EdwinFernandoMunozPipicano.pdf: 5356839 bytes, checksum: 91c3aee9b17e163780de66a9d39f5deb (MD5) / Approved for entry into archive by Tania Milca Carvalho Malheiros(tania@bce.unb.br) on 2014-10-17T13:09:39Z (GMT) No. of bitstreams: 1 2014_EdwinFernandoMunozPipicano.pdf: 5356839 bytes, checksum: 91c3aee9b17e163780de66a9d39f5deb (MD5) / Made available in DSpace on 2014-10-17T13:09:39Z (GMT). No. of bitstreams: 1 2014_EdwinFernandoMunozPipicano.pdf: 5356839 bytes, checksum: 91c3aee9b17e163780de66a9d39f5deb (MD5) / O objetivo do presente estudo foi desenvolver um método para determinar a vulnerabilidade da rede de transporte de Sistemas de Operação Exclusiva em Corredores de Ônibus - BRT (Bus Rapid Transit), que permitiu classificar seus elementos e identificar os trechos mais importantes. Foram tratados conceitos relacionados com Sistemas BRT, vulnerabilidade, redes de transporte e centralidade de intermediação, com o fim de obter a base teórica para o desenvolvimento do método. O método compreendeu sete etapas: i) Caracterização da rede de transporte do Sistema BRT; ii) Identificação dos arcos mais importantes da rede de transporte do Sistema BRT, baseada na medida da Centralidade de intermediação); iii) Criação de cenários de interrupção na rede de transporte do Sistema BRT; iv) Avaliação dos impactos das interrupções nos arcos mais importantes da rede de transporte do Sistema BRT; v) Classificação da rede de transporte do Sistema BRT segundo a sua vulnerabilidade; e, vi) Análise dos resultados e proposta de medidas de mitigação. Este método foi aplicado no sistema de transporte de massa Transmilênio (TM) de Bogotá, na Colômbia. Na rede, identificou-se os arcos mais vulneráveis (agrupados em trechos) e também, foi realizada uma classificação de acordo com o ranking de vulnerabilidade, elaborado a partir do cálculo da centralidade de intermediação e o cálculo do impacto produzido pela ocorrência de um incidente, com foco na operação e nos usuários deste sistema. Como resultado, encontrou-se que os trechos mais vulneráveis são os que compõem o Troncal Caracas Norte, com uma participação de 20,4% em relação aos outros trechos da rede de transporte. Com as análises dos resultados, foi possível propor medidas de mitigação para diminuir o impacto pelas ocorrências de incidentes, resultantes de ações humanas ou naturais, de maneira planejada ou imprevisível. Levando-se em consideração esses aspectos, o método poderá contribuir de forma significativa na geração de benefícios sociais e econômicos para uma cidade. Adicionalmente, este estudo, pode-se constituir em uma ferramenta importante para os planejadores e os tomadores de decisões para auxiliar no planejamento de novos investimentos, priorização da manutenção e ou ampliação dos corredores de transporte público. _______________________________________________________________________________________ ABSTRACT / The aim of this study was to develop a method to analyze the vulnerability of the transport network of Bus Rapid Transit (BRT), that allowed classifying and identifying the most important sections. Among the concepts consulted were: BRT Systems, vulnerability, transport network and centrality, to obtain a theoretical basis for the method development. The method encompassing seven stages: i) Characterization of the transport network of the BRT system; ii) Identification of the major links of the transportation network of the BRT system, based on the betweenness centrality measure; iii) Creation of disruption scenarios; iv) Evaluation of the impact of disruptions of the major arcs of the transportation network of the BRT system; v) Classification of transport network of the BRT system according to their vulnerability vi) Analysis of results and proposed mitigation measures. This method was applied to the mass transportation system Transmilenio in Bogotá, Colombia. As a result, the most vulnerable links of the network ( grouped into sections ) were identified, and also it was possible make a classification according to the ranking of vulnerability, made from calculation of betweenness centrality and calculation of the impact caused by the occurrence of an incident, focusing on the operation and the users of this system. It resulted most vulnerable the segments that compose the Troncal Caracaras Norte, with a share of 20,24% in relation with the others segments of the transport network. With the analysis of the results made it will be possible to propose mitigation measures to reduce the impact caused by the occurrence of incidents resulting from human or natural actions, in a planned or unexpected. Considering these aspects, the method can significantly contribute in generating social and economic benefits for the city. Also, it can become na important tool for planners and decision makers as na aid in planning new investments, prioritizing maintenance and/or expanding of public transport corridors. _______________________________________________________________________________________ RESUMEN / El objetivo del presente estudio fue desarrollar um método para analizar la vulnerabilidad de la red de transporte de Sistemas de Autubuses de Tránsito Rápido – BRT (Bus Rapid Transit), que permitió clasificar sus elementos e identificar los tramos más importantes. Fueron consultados conceptos relacionados con Sistemas BRT, vulnerabilidad, redes de transporte y centralidad, con el fin de obtener uma base teórica para el desarrollo del método. El método compredió siete etapas: i) Caracterización de la red de transporte del Sistema BRT; ii) Identificación de los arcos más importantes de la red de transporte del Sistema BRT, con base em la medida de centralidad de intermediacíon; iii) Creación de escenarios de interrupción em la red de transporte del Sistema BRT; iv) Evaluación de los impactos de las interrupciones em los arcos más importantes de la red de transporte del Sistema BRT; v) Clasificación de la rede de transporte del Sistema BRT según su vulnerabilidad; y. vi) Análisis de los resultados y propuesta de medidas de mitigación. Este método fue aplicado em el sistema de transporte masivo Transmilenio de Bogotá, em Colombia. Como resultado, em la red se identificaron los arcos más vulnerables (agrupados en tramos) y también se logró realizar uns classificación de acuerdo com el ranking de vulnerabilidad, elaborado a partir del cálculo de la centralidad de intermediación y del cálculo del impacto producido por la ocurrencia de um incidente, com foco en la operación y en los usuarios de estos sistemas,. Como resultado se encontró que los tramos más vulnerables son los que componen la Troncal Caracas Norte, com uma participación de 20,4% em relación con los otros trechos de la red de transporte. Con el análisis de los resultados fue posible proponer medidas de mitigación, para disminuir el impacto generado por la ocurrencia de incidentes que resultam de acciones humanas o naturales, de forma planeada o imprevisible. Tomando en consideración esos aspectos, el método podrá contribuir de forma significativa em la generación de beneficios sociales y económicos para uma ciudad. Adicionalmente, puede convertirse en una herramienta importante para los planeadores e tomadores de decisiones como um apoyo em el planeamiento de nuevas inversiones, priorizando obras de mantenimiento y/o ampliación de corredores de transporte público.

A prioridade aos sistema de transporte coletivo por ônibus gera inúmeros benefícios operacionais, como menores tempos de viagem, velocidades operacionais mais elevadas, proporcionando, também, melhores condições aos usuários nos seus deslocamentos. Apresenta-se uma caracterização geral de 374 corredores prioritários ao ônibus, incluindo sistemas BRT (Bus Rapid Transit), BHLS (Bus with High Level of Service) e corredores com segregação viária. Análises de clusterização foram usadas para encontrar similaridades entre os diferentes corredores e resultaram na formação de quatro grupos. Verificou-se que as dez características com maior influência para a formação dos agrupamentos consistem de características físicas e operacionais dos corredores. Foi possível identificar características próprias para cada um dos clusters. Para entender o impacto de diferentes elementos de projeto e desempenho dos corredores na velocidade operacional realizou-se análises de relação entre variáveis. / The priority of public transport, more specifically bus systems, generates numerous operational benefits, such as lower travel times, higher operating speeds, as well as offering better conditions for users. A general characterization of the 374 bus priority corridors is presented, including BRT systems (Bus Rapid Transit), BHLS (Bus with High Level of Service) and segregated bus priority corridors. Clustering analyses was used to find out similarities between the different corridors and resulted in the formation of four groups. It was found that the ten most influential characteristics for the formation of the 4 groups consisted of physical and operational characteristics of the corridors. It was possible to identify set of characteristics for each one of the clusters. Relationship between the variables was used to understand the impact of different design elements and performance of bus priority corridors in terms of operational speed.

A confiabilidade e a variabilidade do tempo de viagem são importantes fatores na escolha modal dos passageiros em viagens urbanas. Cada vez mais os sistemas de transporte têm buscado, além da redução do tempo médio de viagem, garantir ao usuário maior precisão na previsão do tempo total gasto entre sua origem e seu destino, incluindo aí o tempo de espera, o tempo de viagem e, em alguns casos, o tempo de transferência. Com o incremento do uso do automóvel nas cidades e, consequentemente, o aumento nos índices de congestionamento, a solução adotada pelos planejadores tem sido a dedicação de faixas exclusivas para sistemas de transporte coletivo. É então que, a partir da experiência dos sistemas sobre trilhos aliada à flexibilidade permitida pelos sistemas sobre pneus, surgem os sistemas Bus Rapid Transit (BRT). Esta dissertação contempla a análise da variabilidade do tempo de viagem em sistemas de faixas de prioridade para ônibus a partir do estudo de caso de três sistemas implantados em cidades brasileiras. Através da análise de dispersão dos tempos verificados para os dias úteis de uma semana padrão de operação, é avaliada a variabilidade por faixa horária em cada corredor abordado no estudo de caso. Os resultados apontam para um desvio-padrão por faixa horária entre 0,7% e 14,8% em relação ao tempo médio de viagem nos corredores analisados. A abordagem da variabilidade em corredores de faixas preferenciais para ônibus através do estudo de caso de três corredores Bus Rapid Service (BRS) apontou um coeficiente de variação entre 16,9% e 25,2%. Os resultados da análise comparativa apontam um desempenho superior dos sistemas BRT em relação a corredores BRS no tocante à confiabilidade do tempo de viagem em sistemas de ônibus. / Reliability and travel time variability are key factors in modal choices for urban travel. Apart from reducing the average travel time, transport systems have tried to ensure that travelers could have a sharper prediction in time to be spent commuting including waiting time, journey time and in some cases the transference time. As cars have become more used in big cities, and thus increasing traffic jam, the solution found by planners have been lanes only for public transportation. Mixing the experience of rail systems with the flexibility allowed by road ones, Bus Rapid Transit (BRT) were created. This study approaches the analysis of the travel time variability in priority systems for bus type BRT from the case study of three systems implemented in Brazilian cities. Through analysis of dispersion times observed for working days of a week standard operation, the variability per hour found in each corridor covered in the case study is evaluated. The results show an standard deviation by time band of 0.7% - 14.8% over the average travel time. The approach of the variability in corridors with preferential bus lanes through the case study of three corridors Bus Rapid Service (BRS) showed a coefficient of variation between 16.9% and 25.2%. Results indicate superior performance of BRT systems in relation to BRS corridors regarding the reliability of travel time by bus systems.

Bus Rapid Transit (BRT) systems have gained popularity worldwide as a cost-effective alternative to more expensive urban rail systems, carrying around an estimated 33 million passengers each weekday (https://brtdata.org/ ). In South Africa, several BRT systems are either in the planning stage, detailed design, or construction, with only a few being operational (Ackerman, 2015). When planning BRT operations, planners need to decide when to use feeder or direct routes to supplement the trunk routes: this takes into consideration that trunk routes cannot be built to be within walking distance of large catchments of people. This research aims to explore the strengths and weaknesses of two BRT-based network types: trunk-feeder (buses operating inside and outside the BRT trunk corridor are segregated and operate independently) and direct (buses operating outside the trunk corridor can enter and leave it, providing additional services in the corridor). The Rea Vaya BRT system has both 'trunk-feeder' and 'direct' networks in operation and is used as a case study for this research. Rea Vaya routes have three classifications: trunk, complementary, and feeder routes. Trunk routes (T) use dedicated median-exclusive busways only. Complementary routes (C) use a combination of normal mixed traffic roads and dedicated median-exclusive busways. Feeder routes (F) start and end at Rea Vaya trunk stations using normal mixed traffic roads. The approach for the study is empirical and evidence based. The activities of the research are to: • develop a list of observable indicators to compare trunk-feeder and direct BRT networks; • collect data on indicators for trunk, feeder, and complementary routes; • analyse the data using different analytical tools; and • make direct versus trunk-feeder network recommendations for BRT systems in South African cities. Data collection is from four sources: station surveys, on-board surveys, ticketing information, and system data sourced from the operator. In this study, five key indicators (reliability, saturation, speed, load factor, & operating costs) are identified in guiding the comparative analysis. This led to the formulation of five hypotheses to be tested and make reasonable recommendations. According to analytical studies, the case for a trunk-feeder network rests on economies of density where it is cheaper per passenger to operate larger trunk buses on the main streets with high demand. For Rea Vaya, it is cheaper per passenger to operate trunk and feeder routes compared to the complementary routes. This saving is because of using larger vehicles (18m articulated buses) on the trunk corridor to achieve more capacity and costs are spread over a larger passenger number. However, the costs are highest for the trunk routes because of increased cycle times (and long routes), and increased fleet size requirements. From a cost perspective, trunk routes work best for densely populated areas but not over long distances. Literature suggests that the number of transfers that a trunk-feeder configuration require creates several operational inefficiencies and slower commercial speeds due to considerably higher dwell times (DTs). This is not entirely the case for Rea Vaya BRT system. While the trunk and feeder routes have longer dwell times than the complementary routes, the vehicle operating speeds for the trunk and feeder buses are higher than that of the complementary buses. The average vehicle operating speed for trunk buses is 30 km/h; for feeder buses, it is 25 km/h, and for complementary buses, it is 20 km/h. This is because the complementary buses are operated on major arterials with high levels of congestion before joining the trunk corridor. It can be concluded that the potential time savings of complementary routes through avoiding transfers does not materialise as it is more than offset by the slow vehicle speeds on mixed traffic routes. Overall, the results indicate a mixed view with regards to direct and trunk-feeder BRT networks in a South African context. While direct networks have an advantage of avoiding transfers, they are also found to be competitive in terms of headway reliability, maintaining low dwell times at the stations and having a high load factor (during peak only and consistent with the high peak to base ratio observed in South Africa). / Dissertation (MEng (Transport Engineering))--University of Pretoria, 2021. / The BRT+ Centre of Excellence, funded by the Volvo Research and Educational Foundations (VREF), / Civil Engineering / MEng (Transport Engineering) / Unrestricted

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / Bus Rapid Transit (BRT) is a bus-based public transport system that increase the effectiveness of public transportation through dedicated lanes with busways and independent stations. However, the low capacity at the stations and the high demand of the system increases the respiratory diseases risk caused by the interaction between pedestrians. This article proposes to make the main access point an entrance only and the access point at the opposite end of the platform an exit only, allowing one-way walking paths. This research is focused on the reduction of conflict points between pedestrians generated by walking flows in opposite directions. A BRT station located in the city of Lima was used as a case study for the investigation. It was identified for the peak hour that the area with the highest pedestrian interaction occurs in the station platform and boarding areas. The efficiency of the proposal is validated by using the Viswalk software. The results obtained show that the conflict points decreased by 68.5% and the pedestrian density by 45%. From that perspective, the pedestrian flows were optimized, and the risk of respiratory diseases was reduced.

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / According to the National Institute of Statistics and Informatics (INEI), the city of Lima has more than 9,485,405 inhabitants. This causes problems of pedestrian crowding in public places. The Bus Rapid Transit (BRT) system called Metropolitano transports 650,000 passengers a day, of which 81,800 of them use the boarding platform of the Naranjal station located in one of the most populated districts of Lima. In this station are concentrated 12.6% users of the entire transportation system. This research proposes a pedestrian microsimulation model with the objective of optimizing the pedestrian area of one of the most demanded platforms in Lima, considering the security protocols established by the Covid-19 Pandemic. To obtain results, the parameters of pedestrian density, bus frequency and queuing time were considered. The effectiveness of the proposed design is validated using a model made with the software Vissim. The results showed that the maximum number of pedestrians that can occupy the Naranjal station following the Covid-19 security protocols are 4166 persons, considering a 180 second bus frequency on lines with the highest demand and a maximum queuing time of 764.51 seconds.

Urbanisation is a global trend, but in recent decades it has been occurring at particularly high rates in the Global South. Cities in Sub-Saharan Africa are facing a number of challenges as their populations grow, and among these, urban accessibility stands out as one of the most difficult to contend with. Meeting this challenge will require new solutions, and recently Bus Rapid Transit (BRT) and Transit-Oriented Development (TOD) have emerged as two potentially revolutionary innovations, especially when combined. In 2016, Dar es Salaam launched a BRT system, and in 2017 it introduced a TOD strategy in order to combat the city’s urban accessibility crisis. This study investigates the urban form at and around BRT stations in order to characterise BRT-TOD in the city and extract lessons for future implementations of BRT-TOD in Dar es Salaam and beyond. The investigation was carried out within the framework of urban morphology. It was found that at locations in the city centre, BRT has generally been able to integrate seamlessly into the built environment and achieve many of the core principles of TOD. In the rest of the city, however, BRT acts simply as a form of transit, with stations generally removed from the urban fabric and the local place. Some general issues are the large building setback, the number of informal vendors, private transport operators, exclusive new developments, lack of public spaces, the low quality of the pedestrian environment and the reinforcement of unsustainable forms of urban sprawl. This study aims to contribute to a growing discussion of sustainable urban accessibility solutions in the rapidly expanding cities of the Global South.

Studiens syfte är att undersöka vilka möjligheter invånare ges till att påverka sin levnadsmiljö inom ramen för planeringsprocessen. Studien har avgränsats till planeringen av Bus Rapid Transit (BRT) i Örebro och djupare undersökt hur medborgardialogen kan förstås som en deliberativ process och hur en deliberativ medborgardialog kan främja invånarnas möjlighet att påverka sin levnadsmiljö. Frågeställningar som studien besvarar är: Hur har medborgardialogen kopplad till BRT organiserats?, På vilket sätt kan medborgardialogen kopplad till BRT sägas vara en deliberativ process? och Har processen bidragit till faktiska skillnader av BRT:s utformning?  En deliberativ process kännetecknas av att invånarna är en del av både beslutsprocessen och beslutsfattandet. Det centrala inom teorin är att det sker ett samtal mellan invånare och beslutsfattare och där alla deltagare ska betraktas som jämlikar för att argumentera och diskutera fram de “bästa” förslagen.  Studien grundar sig också på teorin om rätten till staden som beskriver för vem det offentliga rummet är utformat och planerat för och vem som har både rättigheter till att vistas på platser och vem som har rätten till att vara med och utforma platser. Rätten till staden som teori beskriver att alla människor ska ha rättigheten till att vara med och utforma staden och att det även är rättigheten till att utforma sig själv.  Studien är kvalitativ och materialet består av intervjuer med personer som arbetar med BRT-projektet i Örebro, dokument relaterade till processen och insändare i den lokala dagstidningen Nerikes Allehanda. Studiens resultat visar att medborgardialogen kopplad till BRT i Örebro har främst haft i syfte att informera invånarna om vilka beslut som har fattats och vad som ska genomföras. Detta har organiserats genom information i media, hemskickad information och via digital information. Det har anordnats samråd gällande BRT i de fall där ett sådant varit lagstadgat och i dessa fall har invånarna lämnat synpunkter på projektet. Hur medborgardialogen kopplad till BRT har organiserats skiljer sig från hur medborgardialoger vanligtvis organiseras vilket ofta är via workshops och större möten med invånarna. Studiens resultat visar att processen inte går att betrakta som deliberativ då det inte har skett ett samtal mellan invånare och beslutsfattare som har lett till faktiska skillnader i BRT:s slutgiltiga utformning. Studiens slutsatser är att tjänstepersonerna inom BRT-projektet i Örebro på olika sätt ser svårigheter med att gå från teori till praktiskt genomförande när det gäller medborgardialog. Respondenterna i studien har beskrivit att det fanns svårigheter med att se ett syfte för medborgardialogen och att det var oklart vilka möjligheter till påverkan invånarna faktiskt ska ges i olika frågor. Det finns också svårigheter med att genomföra en medborgardialog då det krävs specifik expertkunskap eller kompetens för att utforma ett BRT-system vilket minskar utrymmet för invånarnas inflytande. Slutsatsen är således att invånarnas möjligheter till att påverka deras levnadsmiljö inom planeringsprocessen i denna fallstudie har varit små.