O hidrogênio pode ser considerado um importante e promissor vetor energético, podendo ser utilizado para substituir os combustíveis fósseis no setor de transportes por meio de células a combustível. Existem muitos métodos de se produzir hidrogênio. Estes métodos incluem a reforma de gás metano, a eletrólise e processos termo químicos. Uma grande quantidade de energia é necessária para se produzir hidrogênio. Em muitos processos de produção de hidrogênio, a energia de entrada necessária é na forma de calor ou eletricidade. O objetivo deste trabalho é analisar a viabilidade da produção de hidrogênio eletrolítico, utilizando-se energia disponível do sistema interligado nacional da cidade de São Paulo. Para atingir este objetivo estudou-se o sistema elétrico brasileiro, a tecnologia de produção, armazenamento e transporte do hidrogênio, analisando-se os custos e a avaliação ambiental de cada item. Calculou-se as externalidades negativas da poluição ambiental causada pela frota de ônibus movidos a diesel e por meio das análises e estimativas mostrou-se a viabilidade de substituição dos ônibus a diesel por ônibus a hidrogênio e a consequente melhora na qualidade socioambiental da população da cidade de São Paulo. / Hydrogen is a promising energy carrier, which potentially could replace the fossil fuels used in the transportation sector of the economy by means of fuel cells. Several methods have been proposed to produce hydrogen. These methods include steam methane reforming, electrolysis and thermo chemical cycles. A large amount of energy is required to produce hydrogen. For many hydrogen production processes, input energy is needed in the form of either heat or electricity. The purpose of this work is to analyze the feasibility of production of electrolytic hydrogen using a available energy, of the national interconnected system of the São Paulo City.. To achieve this goal it was studied the Brazilian electric system, the technology of production, storage and transportation of hydrogen, analyzing the costs and environmental assessment of each item. It was estimated the negative externalities of environmental pollution by the fleet of diesel buses and through analysis proved the feasibility of replacing diesel buses with hydrogen buses. and the consequent improvement in the environmental quality of the population of São Paulo City.

Na maioria das cidades brasileiras, o ônibus é o principal, senão o único meio de transporte público de passageiros, atendendo àqueles que não possuem carro, mas também contribuindo para reduzir os congestionamentos e, dessa forma, melhorando a qualidade de vida. A fim de incentivar a sua utilização em muitas cidades, inúmeras medidas devem ser tomadas, incluindo um esforço para reduzir custos e, em decorrência, as tarifas pagas pelos usuários, definindo uma tarifa justa que privilegie a população de baixa renda, na qual estão inseridos uma grande parcela dos seus usuários. Nesse contexto, a programação eficiente de veículos e tripulações é essencial para essa redução de custos, uma vez que representa uma parcela significativa dos mesmos. Este trabalho trata do Problema de Programação de Veículos e de Tripulantes de Ônibus, em que ambas as programações são determinadas simultaneamente e de maneira integrada. Durante a realização deste trabalho, foi desenvolvido um programa computacional em C++, o qual implementa a metaheurística Busca em Vizinhança Variável (VNS) utilizada para resolver esse problema complexo. São apresentados resultados de experimentos computacionais com dados reais de uma empresa de transporte coletivo. Os resultados obtidos comprovam a eficácia da abordagem integrada em comparação com quatro outras abordagens encontradas na literatura. / In most Brazilian cities, bus has become the main, and oftentimes the only mean of public transportation, not only servicing those who cannot afford to have a car, but also helping to reduce traffic congestion and thus improving quality of life. In order to encourage the bus usage in many cities, several measures must be taken, including an effort to reduce overall costs and, as a result, fares paid by the users, thus benefit mainly low income users which represent a major part of its users. In this context, an efficient scheduling of vehicles and crews is essential to achieve cost reduction, since it accounts for a major part of overall costs. In this paper, we deal with the Bus Vehicle Crew Scheduling Problem, in which bus and crew schedules are simultaneously determined in an integrated approach. We propose an approach based on Variable Neighborhood search to solve this complex problem, which was implemented in C++. Computational results for real-world problems are presented, showing the effectiveness of this novel approach in comparison with other four approaches found in the literature.

The issue addressed by thesis is the fact that public transport in Sweden is operated through multiple organisations. All of these have individual applications for planning and paying for travel. It is believed by the authors of this thesis that because of this it is essential that these applications have high user satisfaction so that they are comfortable and easy to use for first time users. The purpose of this thesis is to ​explore the user satisfaction of Swedish public transport applications with a focus on usability. To gather the data needed to fulfill this purpose a survey was handed out to 103 Swedish people and think aloud test was performed with 5 people. The answers form these 2 investigations were analyzed in regard to usability, cognitive load and the concept of an integrated system. The results of this thesis showed that there were no significant differences between the different public transportation applications in Sweden.​This thesis maybe interesting for the different operators providing the applications for public transport, as a groundwork for further development of the applications. As well as being used in the current discussions about implementing a Swedish integrated public transport system.

Kan man förhöja hela upplevelsen av att resa kollektivt genom att förändra textilierna i denna miljö? Hur anpassar man sin estetik till en miljö som är så hårt utsatt för smuts, slitage och skadegörelse? Kan man genom att förändra textilien skapa en bättre relation mellan passageraren och sätet?Textile design for public transport. / Program: Textildesignutbildningen

This thesis is aiming on the use of public transport in Europe. Objective of this work is by using correlation analysis determine whether the amount of subsidies to public transport and the ownership structure as the decisive criterion for the number of passengers, as an additional variable to assess the impact of fleet composition. Secondary data obtained from study of the University of Dublin has served to analyze. Calculation of the dependence didn't confirm or disclaim it. This gives space for further exploration. After analyzing the more comprehensive data set should be followed by analyzing the nature of subsidies, the choice of carriers, contractual conditions and other factors affecting the use of public transport.

<p>Service thinking and the transition from a product-logic-perspective to a process-perspective are catchwords in current management research (e.g. Grönroos 2000, Kowalksowski 2006, Söderström 2003, Stremersch et al. 2001, Oliva & Kallenberg 2003, Lele 1986) While the product-logic is based on value distribution via the transition of a ready-made product or service, the service-process logic focuses on value-in-use that is created together with the customer. (Grönroos 2007) In the current service management view, value creation is regarded as the result of exchange with network partners in the perception of the customer (Normann & Ramirez 1998). This is why service thinking includes that a company seeks for co-operation with suppliers and customers through activated relationships, networks (Syson & Perks 2004).</p><p>Coming from a product-delivery-perspective on doing business can challenge a service provider to adapt to a service-process view. Legally and historically founded prerequisites, as well as for example corporate culture and financial resources, can be obstacles on the way to a service-process business approach. The purpose of this study is to gain insight into how these obstacles influence the possibility of a service operator to adapt to the service logic with customer- and supplier-interaction.</p><p>To gain deeper insight into the service thinking of a company in a network environment, a qualitative single case study on the public transport organisation “County Transport” has been used. Based on three personal interviews and literature study, this case explores how a public service organisation deals with its service mission. It also identifies and describes hinders on the way to a service logic approach.</p><p>The organisation of County Transport was found to be steered a lot on the basis of numbers and material parts of the service offering such as the bus itself and different support tools on the busses. County Transport follows the rules of the Public Procurement Act which gives the public transport operation a contract framework of a tendering based choice of operators for the time of 8-10 years. The relationship between County Transport and its operator “The Operator” can be seen as comparatively secure relationship without an introduction phase in which trust and adaptations to each other can be developed. With this quite formal relationship under economic pressure it was found that the cooperation between The PTA of County Transport and The Operator was worse than desired. Especially the influence of the brut contract on tender basis seemed to be hindering a good cooperation in a long-term perspective. It might be that a steering by costs and numbers on one side does not help to create a value-creating relationship based on adaptations and soft factors on the other side.</p>

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Service thinking and the transition from a product-logic-perspective to a process-perspective are catchwords in current management research (e.g. Grönroos 2000, Kowalksowski 2006, Söderström 2003, Stremersch et al. 2001, Oliva &amp; Kallenberg 2003, Lele 1986) While the product-logic is based on value distribution via the transition of a ready-made product or service, the service-process logic focuses on value-in-use that is created together with the customer. (Grönroos 2007) In the current service management view, value creation is regarded as the result of exchange with network partners in the perception of the customer (Normann &amp; Ramirez 1998). This is why service thinking includes that a company seeks for co-operation with suppliers and customers through activated relationships, networks (Syson &amp; Perks 2004). Coming from a product-delivery-perspective on doing business can challenge a service provider to adapt to a service-process view. Legally and historically founded prerequisites, as well as for example corporate culture and financial resources, can be obstacles on the way to a service-process business approach. The purpose of this study is to gain insight into how these obstacles influence the possibility of a service operator to adapt to the service logic with customer- and supplier-interaction. To gain deeper insight into the service thinking of a company in a network environment, a qualitative single case study on the public transport organisation “County Transport” has been used. Based on three personal interviews and literature study, this case explores how a public service organisation deals with its service mission. It also identifies and describes hinders on the way to a service logic approach. The organisation of County Transport was found to be steered a lot on the basis of numbers and material parts of the service offering such as the bus itself and different support tools on the busses. County Transport follows the rules of the Public Procurement Act which gives the public transport operation a contract framework of a tendering based choice of operators for the time of 8-10 years. The relationship between County Transport and its operator “The Operator” can be seen as comparatively secure relationship without an introduction phase in which trust and adaptations to each other can be developed. With this quite formal relationship under economic pressure it was found that the cooperation between The PTA of County Transport and The Operator was worse than desired. Especially the influence of the brut contract on tender basis seemed to be hindering a good cooperation in a long-term perspective. It might be that a steering by costs and numbers on one side does not help to create a value-creating relationship based on adaptations and soft factors on the other side.

Sweden lacks a powerful advocate who can represent the passengers in the public transport sector. In conjunction with the liberalization of the public transport market, the bus and rail services that have been opened up for competition and the allocation of responsibility within public transport has been divided into a several amount of actors. The liberalization has been positive for the passengers by a wider supply of transport services and also resulted in new service incentives. Within the commercial rail traffic market there is now a variety of tickets in different price ranges. The railway has also been vertical separated into operating traffic and infrastructure management, which have resulted in uncertain accountability at disruptions, for passengers such as the traffic operators. Since the Swedish Transport Administration Trafikverket nowadays procures the maintenance of the railway, the authority has been criticized losing control over their facility. The new Public Transport Act was introduced in 2010 and provides the local and regional public transport to be procured by the regional public transport authorities. They decide which traffic in the region that should be offered as obligated service that will be subsidised. The state has been reticent in interfering with the regional authorities but has simultaneously in several governmental investigations identified shortcomings in public transport, for example in the systems for ticketing and information. On voluntary bases the industry has been collaborated since a long time for developing such common platforms but the progress has been slow. However the actors introduced a common digital portal for information and ticketing in January 2015. In Denmark and in the United Kingdom there are governmental funded passenger organizations today that comprise operations in quality measurements of public transport and offering support to vulnerable passengers. The organizations are trying to achieve improvements in supply, or demand economic compensation for the passengers in case of traffic disruption. With the Government's recent appropriation direction to Trafikverket, the authority now may support non-profit organizations activities that harmonize with the national transport policy objectives, which mean that financial support could be disbursed to the non-profit passenger organization Resenärsforum, which is the leading passenger organization in Sweden today. An establishment of a new authority, to ensure the passengers' interests would require a more comprehensive governmental investigation. Rather, the state needs to take responsibility by establishing a national traffic service program that could clarify the division of responsibilities among existing authorities. That could also comprise commission for actors, as well public as private, for example in operation passenger information at traffic disruptions.