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  • About
  • The Global ETD Search service is a free service for researchers to find electronic theses and dissertations. This service is provided by the Networked Digital Library of Theses and Dissertations.
    Our metadata is collected from universities around the world. If you manage a university/consortium/country archive and want to be added, details can be found on the NDLTD website.
1

Sustainable suburbs : neighbourhood characteristics and travel behaviour

Cram, John January 2005 (has links)
No description available.
2

Unjust mobilities : the case of rickshaw bans and restrictions in Dhaka

Hasan, M. M. U. January 2013 (has links)
Planning mobilities in contemporary cities, particularly in developing countries, increasingly focuses on promoting motorised transport (MT) at the expense – side-lined if not banned – of non-motorised transport (NMT). As NMT serves the needs of a range of users, decisions of this kind are highly politicised favouring some forms of mobility, and interest, over others; this raises concerns about justice in access to transport. To planners and decision-makers the question of just mobilities - a concept developed in this research combining literature mainly on social justice and mobilities - poses a range of challenges: equitable distribution of direct/indirect benefits and burdens, fair process of decision making and execution in introduction or restriction/ban of any given transport mode or infrastructure, justification of motivations in political terms. Apart from redressing weakness in sustainability studies on mobility and transport, the proposition provides a broader framework to look into the distribution of existing and potential human mobilities, process and associated motivations (politics). The framework is used to explore the impact of a planning intervention – rickshaw bans/restrictions in Dhaka, Bangladesh - on the users at household level. Around one million rickshaws – a human pedalled tri-cycle usually carrying two persons – shared more than one-third of the total of 19.58 million trips in Dhaka in 2009. The volume of passengers transported (7.6 million person-trips/day in 2009), is equally astonishing; close to double the highest number of passengers (4.4 million) carried by London Tube in a single day during the 2012 Olympics. Yet in the name of increasing mobility rickshaws are being restricted/banned in Dhaka roads, particularly since 2002. The study hypothesis is that the withdrawal of rickshaws from the roads is a manifestation of unjust mobilities in the (transport) planning; devised by biased studies and plans, and fuelled by vested motivations. While short and medium distance travellers, women, school going children and their guardians, aged and sick members of the household and non-work activities are adversely affected by the decision; long distance activities, work trips and car-users are benefitted. This research also reveals a cross-sectoral, informal and productive global to local coalition against NMT in an uneven geography of power relations and multiple interests; which is also contextual and relevant to cities in developing countries in Asia and elsewhere in the globe. Apart from reviewing a broad range of theoretical and empirical literature, the research collected information on individual and household mobility patterns, on the effects of the ban/restriction and on potential modal options and preferences using a combination of questionnaire surveys, semi-structured interviews and focus group discussions.
3

Modelling pedestrian systems

Zachariadis, V. January 2014 (has links)
The thesis is organised in two parts. The objective of the first part is to review existing approaches to the simulation of microscopic pedestrian movement, to identify weaknesses and to propose an alternative model that addresses some of them. A three-layered classification framework is used to sort models based on their treatment of state-space, action-space and information-space. We identify three critical modelling parameters: the discretisation of the state space, the synchronisation of behavioural action (the cause) and its result (the effect), and the treatment of uncertainty and its impact on behaviour. We continue by presenting a pedestrian micronavigation model, which is driven by two types of actions taking place in distinct spatiotemporal contexts; behavioural actions, applied using a discrete time and action-space platform, and physical actions, triggered in continuous time and space. Finally, we present simulation outputs for simple modelling exercises and demonstrate the flexibility of the proposed modelling framework in tackling scenarios that require more complex decision-making processes. The second part focuses on route choice modelling. We start by discussing the effect of spatial morphology and configuration on pedestrian behaviour and routing decisions. Following the three-layered classification framework that was presented in the first part, we review methods of spatial abstraction and discuss their validity for representing state, action and information spaces for pedestrian routing. We propose a network-based abstraction of space derived from the visibility characteristics. In chapter 10, we address one of the most challenging aspects of pedestrian route-choice modelling: route-assignment under transient traffic conditions. The proposed route-choice models are based on structures that propagate feedback of experienced route costs and system-wide self-learning. This approach is appropriate for two reasons: it facilitates the integration of micro-navigation movement simulation with macroscopic route-choice behaviour modelling, and permits the simulation of variable levels of prior experience.
4

Optimization of a road traffic network

Dastgir, G. January 1976 (has links)
No description available.
5

Assessing the impact of European Union policies on urban transport : a comparative analysis

Cavoli, C. M. January 2015 (has links)
The impact EU (European Union) policies have at the local level is little understood and explored, especially in the field of urban transport. Yet the EU has a growing influence in the urban transport sphere. This thesis examines the EU’s impact on urban transport policies throughout Europe and assesses whether the EU has contributed to generate sustainable mobility at the local level. It argues that certain EU regulatory policies and funding programmes have had an impact on urban transport policies and have contributed to fostering sustainable mobility policies. Three methods were used for this study: content analysis of interviews with key stakeholders, comparative analysis of key documents in different countries and cities, in particular France and the UK, and surveys of a wide sample of policy makers in European cities. The findings of this study illustrate that the role played by the EU in the field of urban transport is increasingly important. The main EU influence in this field emanates from its environmental policies in a strong yet indirect way, as well as from its funding programmes in a more direct way but with less effect. EU climate change policies’ impact on urban transport is limited but increasing. Finally this study finds that the EU plays an important role in the field of urban transport and that local policy makers generally welcome initiatives and funding emanating from the European Commission. Discussion and recommendations are formulated highlighting the increasing importance supranational institutions such as the EU play in fostering sustainable urban mobility in collaboration with actors across different levels.
6

An exploration of the urban pedestrian experience, including how it is affected by the presence of motor traffic

Calvert, T. January 2014 (has links)
The experience of urban walking is one that can form an important package of time in people’s daily routine, with 8 million hours being spent daily walking in urban areas in the UK. This study explores urban walking experience as a holistic and multi-faceted experience. It examines this experience with particularly novel foci on areas within the inner worlds of pedestrians and how these interact with elements within their surroundings, including other pedestrians. The study also contains a specific interest in pedestrian experience of motor traffic: an influential but little researched factor in modern city life. A data-led, qualitative approach to data collection and analysis is used, employing phenomenological commitments. The approach represents advances in capturing and understanding pedestrian experience. Two phases of data collection utilized walk-alongs and interviews recalling walking trips. Interviews progressed from discussing details in the walking experience to consideration of its essence. Findings add to previous knowledge by presenting four themes which seek to represent core, essential elements of the urban walking experience. These themes expose elements in the social, emotional and thought lives of the urban pedestrian. The pedestrian experience is understood as being created by triangular relationships between the inner world of the pedestrian, the outer experienced city and the physical act of walking itself. Complexities within these relationships are elucidated. Implications include that the inner cognitive life of the pedestrian should, where possible, be both protected and inspired by the walked environment. Findings about the pedestrian experience of motor traffic are also presented. Ways in which the negative effects of traffic are mitigated for the pedestrian are detailed. These include various types of barriers and the view that motor traffic is necessary for city life. Conclusions indicate areas for policy consideration and further research, which the study’s new ideas on walking inform.
7

STUDI : a model to simulate the impacts of new metro lines on urban development in London

Christodoulou, A. January 2010 (has links)
Urban systems are complex and change as a result of the interactions between their main elements. In order to model urban systems effectively, the dynamics of relationships between these elements need to be considered. This thesis investigates the interactions between transport and urban development, focusing on the impacts of new metro lines. A new model is developed for this purpose: the STUDI (Simulation of Transport and Urban Development Interactions) model. The main concept underlying the STUDI model is that the impacts of new transport infrastructure on urban development are reflected in the interactions between the main agents involved in the process, which are authorities, developers, businesses and population sub-models. The development sub-model is a regression model forecasting the number of new commercial and residential premises, and the business and population sub-models are microsimulation models. The business sub-model simulates business start-ups and closures and business location and relocation decisions. The population sub-model simulates in- and out- migration, demographic and employment change, and residential location decisions. The main results include changes in the spatial distributions of development, businesses and population over time under different transport supply scenarios. The STUDI model has been developed for London in order to test the wider impacts of the new metro lines. First it has been applied to evaluate the impacts of the Jubilee Line Extension (JLE) and then it was used to forecast the impacts of a line to open in the future: the East London Line Extension. Both cases indicate the positive impact of new transport infrastructure on urban development.
8

Information needs along the journey chain : users' perspective about bus system

Caiafa, M. M. January 2010 (has links)
Buses constitute the main public transport mode in most cities of the world. Accessible Bus Systems are defined as systems that are easy to use. However accessible the infrastructure may be, it is unlikely to provide access if people cannot know about it. Therefore it is essential to have comprehensive and accessible information systems which describe the bus systems during all the stages of the journey. There is a widespread understanding amongst researchers that Information Systems can increase the efficiency of the system and that they should be oriented to meet bus users’ needs. However, existing information systems largely ignore the user’s point of view, in special the requirement of the disabled users. This thesis describes a methodology developed to investigate the problem of using information during a journey by bus in real conditions taking into account the (un)familiarity of the area in study and the individual’s previous knowledge of information system. Two main aspects are identified — the “Required Environment Capability” (the physical, social and psychological environment conditions) and the “Individual Capability Provided” (the individual ability in physical, sensorial and cognitive terms) to plan and execute a journey by bus in an unfamiliar environment. Because of the multidisciplinary aspect of the theme this study uses approaches from different fields of research to construct a methodology to understand individual information use. Based on the principles of Single Case Analysis adapted by adding the concept of the Capabilities Model (CM) (which explores interactions between individual and environment), the combined SCA/CM approach was employed to construct the INFOChain experiment. A set of information pieces were developed for the experiment, delivering Accessibility- Issues (AI-type) information in order to help older people to plan and execute different bus journeys in two different cities: London/UK and Brasilia/BR. General results have shown that although the AI-Type of information is considered important by older people, it needs more than simple expositions to actually take advantages of the information and be able to help disabled users.
9

Exploring new bus priority strategies at isolated Vehicle Actuated junctions

Ahmed, Bashir January 2016 (has links)
Bus priority in various forms has become an important application in towns and cities around the world, as Local Authorities seek to improve the efficiency and sustainability of their transport systems by promoting the use of public transport with its high passenger carrying capability. Segregating buses from general traffic, using busways, bus lanes, etc is increasingly being supplemented with priority at traffic signals, where signal timings respond to the approach of a bus to give it priority signalling through the junction. This was first trialled in UK on a significant scale in the 1980’s in an area of south east London containing isolated traffic signals operating under the UK’s ‘D-system’ of Vehicle Actuation (VA). There followed a period of some 20 years where equivalent priority strategies were developed, tested and implemented in the more difficult environment of Urban Traffic Control. These strategies have kept pace with the significant advances in technologies over this period, such as in detection, communications, processing and optimisation. However, this has not been the case with bus priority at isolated VA junctions, where strategies developed in London some 30 years ago still prevail – and even in large cities a significant number of signal controlled junctions operate in this way. This then suggested a research gap which has been taken up in this research – the exploration and development of new strategies for bus priority at isolated VA junctions. Taking existing strategies as the ‘base case’, their effectiveness was first explored through theoretical and mathematical analysis. This led to the first new output from this research – more comprehensive predictive equations for bus priority benefits (delay savings) than existed, covering a range of operational conditions. The limitations of the mathematical approach were identified, so research then progressed to the development of microscopic simulation modelling (VISSIM) for junction modelling and for exploring new strategies. This involved four variants of junction design and scenarios reflecting differences in levels of congestion, bus flows, signal timings, etc. New and improved strategies were then developed through modelling, including (i) re-optimising parameter values for the existing priority methods, (ii) improved bus detector locations taking advantage of new Automatic Vehicle Location technologies and (iii) new strategies for bus priority, including a ‘stronger’ strategy termed ‘always green bus’ and ‘differential priority’, where the level of priority given to a bus depended on its performance (eg regularity) at that time. Strategies were also developed to minimise the impacts on general traffic through various forms of compensation, with total person delay then being used as an evaluation criterion. The research has concluded with a series of recommendations for improved implementation of bus priority at isolated VA controlled junctions, taking advantage of the new technologies which are widely available and used within most bus fleets in the UK.
10

Use of gaze and gait analysis to assess the effect of footway environmental factors on older pedestrians' accessibility

Cheng, T. January 2014 (has links)
Walking in the footway environment is an essential activity of daily living and the physical activity associated can also improve an individual’s quality of life. The possibility and ability for the individual to reach opportunities and participate in activities on foot indicate the accessibility of the footway environment. One of the major hazards in the footway environment that impedes the accessibility is falling. While it may happen to anyone, falling is more common in older people and the consequence of falling could seriously deteriorate their quality of life. Falls among older people is one of the major public health problems. Fall-induced injuries, either physical or psychological, can lead to further physical frailty and social isolation. Although falls study on the elderly has been widely discussed, there is little information available on risk factors in the outdoor footway environment. The current guidance of design and condition of footway environment, however, is short of scientific justification. The potential hazard of a single step-height, such as defects and kerbs on the pavement, is commonly encountered as well as negotiated by the individual under different lighting conditions. Therefore, a framework within which the interaction among sensory and physical capability and environmental factors could be well investigated is needed. This thesis investigates the process of planning for negotiating upcoming step-heights on the pavement, and aims at establishing changes in gaze (where people look) and gait (how people walk) behaviour in relation to combinations of environmental factors such as step-heights and lighting levels. About 17 young (aged 25-34) and 17 older (aged 65-74) participants walked on a straight walkway with 16 experimental conditions (8 step-heights at 2 lighting levels, one step-height in each environmental setting), and the visual and walking patterns were collected. The results demonstrated the inconspicuous descending step-heights (due to a lack of visibility) as well as the lower lighting level demanded additional visual attention and additional time to plan footsteps. Step-height of 60 mm was found to be the threshold of sensory as well as physical capability, which should be considered as suggested guideline for pavement design. Both 125 and 30 mm were perceived as VI more dangerous due in part to additional body function requirement and the nature of visual ambiguity respectively. More importantly, young participants demonstrated the agility and adaptability to different environmental setting whereas older people demonstrated more disturbed gait pattern and increased visual attention. Also, older people were more likely to face the risk of falling as they detected the step-heights later, had shorter time for response than young participants. Therefore in footway design, older people’s perception as well as reaction to response to the footway environment should be considered and the pavement should be designed to accommodate their needs. Bringing together the gaze and gait analysis is proved to be important in this thesis and it is essential for further research in understanding the cognitive process in between. The responses to risks of falling could not be understood without knowing the association between the visual perception and gait adjustments. The approach developed in this thesis might be used to further analyse microscopic as well as macroscopic scales of accessibility of the footway environment and provide some insights into how the individual’s sensory, cognitive and physical capability affect the decision making process while walking.

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