This submitted thesis analyses the public mass transport of the commuting area in the Milevsko region between 1991 - 2001. The introductory chapters attend to the aims of this thesis and to the list of the published literature. The chapter {\clqq}Metodika zpracování`` covers the description of the individual methods, which are used for the description of the commuting area of Milevsko and for the roading of the Milevsko region. The following chapter is focused on the chosen geographical characteristics of Milevsko. The next chapters consider the roading and the commuting of the inhabitants to work in this region. Within this chapter is also described the development of the commuting in the Czech republic and in the South Bohemian region. The last chapter involves the evaluation of the surveyed problems.

Orientador: Marcos Benevenuto Jardim / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Matematica, Estatistica e Computação Cientifica / Made available in DSpace on 2018-08-15T01:41:17Z (GMT). No. of bitstreams: 1 Santos_PatriciaBorgesdos_M.pdf: 505981 bytes, checksum: 9ca0829d764a16d8fca0b3e0ebcd0e9b (MD5) Previous issue date: 2010 / Resumo: Exibiremos uma bijeção entre o esquema de Hilbert de c pontos no espaço afim de dimensão n e uma variedade algébrica quase projetiva dada pela variedade das n matrizes c por c que comutam duas a duas e satisfazem uma condição de estabilidade módulo conjugação. Em seguida, estudamos o caso n = 2 mais cuidadosamente, mostrando que o esquema de Hilbert de c pontos é uma variedade quase projetiva, não-singular e de dimensão 2c. / Abstract: We exhibit a bijection between the Hilbert scheme of points in the n-dimensional affine space and a quasi-projective algebraic variety given by c x c matrices commuting two by two and satisfying a stability condition modulo conjugation. Next, we study the n = 2 case more closely, showing that the Hilbert scheme of points is a non-singular, irreducible, quasi-projective variety of dimension 2c. / Mestrado / Algebra / Mestre em Matemática

Orientadores: Daniel Joseph Hogan, Aurílio Sérgio Costa Caiado / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Filosofia e Ciencias Humanas / Made available in DSpace on 2018-08-16T02:12:40Z (GMT). No. of bitstreams: 1 Frey_Henrique_M.pdf: 1566115 bytes, checksum: fb23beee84ad6853bf0acaf5415f3898 (MD5) Previous issue date: 2010 / Resumo: Este trabalho tem por objetivo entender o processo de ocupação do espaço na Aglomeração Urbana de Sorocaba-SP. Trata-se de uma importante aglomeração, com mais de um milhão de habitantes, localizada em uma área de grande dinamismo econômico, no entorno da Região Metropolitana de São Paulo. No atual cenário de transformações na rede urbana paulista destacam-se novos padrões de articulação regional que, no caso da mobilidade espacial da população, pode ser apreendida pelos movimentos migratórios de curtas distâncias e por meio dos deslocamentos entre casa e trabalho, os chamados movimentos pendulares. O estudo acompanha, portanto, a tendência dos estudos urbanos recentes e deve contribuir para a compreensão da dinâmica de uma das regiões que compõe a macro metrópole de São Paulo, que tem sido pouco estudada. A estrutura e dinâmica da AU de Sorocaba serão observadas a partir do processo da redistribuição espacial da população com os dados do censo demográfico do ano 2000. O estudo considera, portanto, que a dinâmica demográfica orientada pelo fenômeno migratório participa decisivamente do processo de produção e reprodução social que consolida a estruturação do espaço urbano. Cabe destacar ainda que os desdobramentos do processo de desconcentração produtiva verificados para o estado de São Paulo e a consequente inflexão dos tipos e modalidades migratórias, com a emergência de novas modalidades de deslocamento espacial da população, constituem-se como pano de fundo da presente análise / Abstract: This study aims to understand the process of occupation of space in the Urban Agglomeration of Sorocaba. This is a major conurbation, with over one million inhabitants, placed in an area of great economic dynamism surrounding Metropolitan Area of Sao Paulo. In the current scenario of the transformations of the Sao Paulo urban network stand out new patterns of regional division, in the case of spatial mobility of population, can be perceived by the migratory movements of short distances and through travel between home and work, the so called commuting. This study focuses, therefore, the trend of recent urban studies and it should contribute to understanding the dynamics of the one of the regions that makes up the macro metropolis of Sao Paulo, which has been less studied. The structure and dynamics of the AU Sorocaba will be observed from process of spatial redistribution of population with data from the census of 2000. The study, therefore, considers that the population dynamics driven by the migration phenomenon decisively involved in the process of social production and reproduction that consolidates the structuring of urban space. It is worth pointing out that the ramifications of the devolution process production recorded for the state of Sao Paulo and the consequent reversal of migration types and migratory modalities, with the emergence of new forms of spatial displacement of the population, they constitute the background of this analysis / Mestrado / Demografia / Mestre em Demografia

Syftet med denna studie var att undersöka arbetspendling med kollektiva färdmedel i VästraGötalandsregionen under covid-19-pandemin samt faktorer som spelar in vid val av kollektiv trafik som färdmedel för att förklara eventuell påverkan på mobilitet. De frågeställningar som besvarats är: 1. Hur har resandet med kollektiva färdmedel i Västra Götalandsregionen förändrats till följd avcovid-19-pandemin? 2. Hur kan valet av kollektiva färdmedel för arbetspendling under covid-19-pandemin förklaras? 3. Hur har mobiliteten bland personer som använder kollektiva färdmedel för arbetspendlingpåverkats av covid-19-pandemin? För att besvara frågeställningarna har en induktiv studie med kvantitativa och kvalitativa metoder genomförts. Ett omfattande material om antalet resor med kollektivtrafik i Västra Götalandsregionen från 2019 och 2020 har använts för att visa hur resandet förändrats. En enkätundersökning med personer som arbetspendlat med kollektiva färdmedel under covid-19-pandemin har genomförts. Studien bekräftar att antalet resenärer i kollektivtrafiken har minskat kraftigt i majoriteten av kommunerna i VästraGötalandsregionen. Ekonomiska faktorer visas vara en stark förklaringsfaktor för valet av kollektivtrafik som färdmedel. Studien visar även att en avgörande faktor för möjligheten att arbeta hemifrån ligger i vilken typ av arbete en individ har och att covid-19-pandemin kan ha bidragit till en ökad transportrelaterad social exkludering. Studiens tydligaste slutsats är att personer som använt kollektivafärdmedel för arbetspendling har tagit till olika mobilitetsstrategier för att kringgå de barriärer i form av oro och upplevd otrygghet som pandemin givit upphov till. Slutligen visade studien att covid-19-pandemin har mobilitetsbegränsande effekter på den grupp som inte haft några alternativa färdmedel än kollektivtrafik för sina resor till och från arbetet. / The purpose of this study was to investigate commuting by public transport in the Västra Götaland region during the covid-19 pandemic and the factors that play a role in the choice of public transport as a meansof transport to explain any impact on mobility. The questions answered are: 1. How has travel by public transport in the Västra Götaland region changed as a result of the covid19 pandemic? 2. How can commuting for work with public transportation during the covid-19 pandemic beexplained? 3. How has the mobility of people using public transport for commuting been affected by the covid19 pandemic? To answer these questions, an inductive study with quantitative and qualitative methods has been conducted. Extensive material on the number of travels with public transport in the Västra Götaland region from 2019 and 2020 has been used to show how travel has changed. A survey of people who commuted to work by public transport during the covid-19 pandemic has been conducted. The study confirms that the number of passengers using public transport has decreased vastly in the majority of municipalities in the Västra Götaland region. Economic implications are shown to be a strong explanatoryfactor for the choice of public transport as a means of transport. The study also shows that a key factor for the opportunity to work from home lies in the type of work an individual has and that the covid-19pandemic may have contributed to an increased transport-related social exclusion. The clearest conclusion of the study is that people who have used public transport for work commuting have resorted to different mobility strategies to circumvent barriers in the form of anxiety and perceived insecurity that the pandemic has given rise to. Moreover, it can be concluded that the covid-19 pandemic has mobility limiting effects on the group that does not have any other means of transport than public transport for their commuting to and from work.

This study explores the concept of improved train infrastructure in Sweden and how it affects the attractiveness of cities. The research uses a difference-in-differences model to determine whether the construction of the Bothnia Line in northern Sweden has had an impact on real estate prices in the municipalities Nordmaling and Robertsfors between 2008-2016. By employing the hedonic price model, the study finds evidence that house-specific factors such total house size in square meters, location near water and size of backyard all play a role in determining the final purchase price of houses in the two municipalities. However, the findings of this study do not indicate that the launch or the subsequent investments on the Bothnia Line has had any measurable impact on the real estate prices in the region. This is in line with previous research on the project.

Along the northern coast of the Bothnian Gulf between Umeå and Luleå live 65 percent of northern Norrland's population, yet there is no coastal railway that connects these cities with each other. In 2010, Botniabanan was completed, partially a new coastal railway between the cities of Sundsvall and Umeå. This was the first railway construction in Norrland in 80 years. Now it's time again, 2018 started the first construction phase of the Norrbotniabanan from Umeå in direction towards the city of Luleå. When the railway is completed, the line will pass through places that have not previously had a railway connection, including the small town Robertsfors. Robertsfors, with its strategic location between Umeå and Skellefteå, has a unique opportunity to expand its local labor market and increase its population when the railway arrives and shortens the time distance to Umeå and Skellefteå. This essay addresses how Robertsfors may change and develop with the establishment of a train station inside Robertsfors' central town. The result is based on assumptions by politicians and officials in the municipality and addresses issues such as work commuting and what makes Robertsfors attractive. The results show that the establishment of the railway raises hopes for an increase in population and has much to do with the increased freedom of movement and proximity to a larger labor market. However, there are also major challenges such as investment opportunities and accessibility to labor resources. Changes in Skellefteå and Umeå with increased housing prices and a shortage of housing and building land also open up opportunities for Robertsfors municipality as people can be expected to apply for housing in Robertsfors but work in Umeå or Skellefteå and commute to work by train.

It has been suggested that commuting behaviours become habitual and that changes to commute mode are more likely at the time of major life events. However, evidence to support this has so far been limited to analyses of small-scale samples. To address this evidence gap, we use two waves of panel data from the UK Household Longitudinal Study (2009/10 and 2010/11) to identify and explain the prevalence of individual change in commute mode from year to year amongst a representative sample of the English working population (n = 15,200). One third of those that cycle or get the bus to work, and one quarter of those that walk to work, are shown to change commuting mode by the following year. Car commuting is more stable, with only one in ten car commuters changing mode by the following year. Commute mode changes are found to be primarily driven by alterations to the distance to work which occur in association with changing job or moving home. Switching to non-car commuting becomes much more likely (9.2 times) as the distance to work drops below three miles. High quality public transport links to employment centres are shown to encourage switches away from car commuting and mixed land uses are shown to encourage switches to active commuting (walking and cycling). Switches away from car commuting are found to be more likely (1.3 times) for those with a pro-environmental attitude. The attitude orientation is shown to precede the behaviour change, demonstrating evidence of ‘cause and effect’. Overall, the study shows that changes in commuting behaviour are strongly influenced by life events, spatial context and environmental attitude.

Female labor and commuting behavior has been inappropriately approached by traditional economic and location theories. While labor economists assume that commuting is a "fixed" element of the cost-of-entrance, they ignore the spatial variation in wage rate or job opportunities. Urban economists, on the other hand, treat the variation in commuting distance as a function of household housing consumption, and a "fixed" amount of labor supply is assumed. Both assumptions are unrealistic, especially in the case of females. The major contention raised in this study is that labor supply and commuting behavior are interrelated decisions. This "simultaneity" relationship should be captured by any model studying either labor or commuting behavior. In the case of female household members, time as a scarce resource must be allocated more efficiently since women are traditionally assigned housework responsibility--be they housewives or working women. A simultaneous-equation model has been specified to simulate the household decision of appropriating its (economic and human) resources among female income-earning activities--i.e., market labor supply and commuting--and housework. Time is adopted as the measurement unit of the three endogenous variables. Demographic and environmental variables are included in order to obtain the most efficient estimation and to link the results of this research to other economic and sociological studies. A two-stage Tobit and OLS estimation procedure is employed, according to the characteristics of the data, to avoid the selection bias problem (Tobin, 1958; Killingsworth, 1983). The results derived give (empirical) support to the theoretical argument that the relationship between commuting and labor supply is not a single-direction one, suggesting that the estimation of the traditional single-equation model may well be subject to serious specification bias. The theoretical and empirical inferences provided by this study contribute to a better understanding of how a household perceives its female members' domestic service and income-earning activity. Also, theoretically, the estimation can be used to give a more precise measure of the local (potential) labor pool and a more precise prediction of the amount of (female) commuters using certain routes. All these contributions have significance with respect to the firm's location decision and production planning, and the planning for the provisions of other public services.

Many North Americans have been moving to exurbia --low density, rural housing within the commuting range of urban areas. It has been assumed that employment is a major link. of exurban households with urban areas. It has been assumed that employment is a major link. of exurban households with urban areas. This analysis of exurban commuting patterns is based on a mail survey of 1408 households who bought homes in 1987 near Portland, Oregon. The bid-rent model of urban form predicts that exurbanites will trade-off long commutes for lower housing prices. But previous research suggests that exurban living may not require long commutes because of decentralized employment. The study finds that exurban commuters travel farther than suburban commuters and pay less for housing. Exurban home buyers do not, however, have longer commutes the farther out they live. Instead those with urban jobs generally locate closer to the city center than those with decentralized jobs. The commuting times of exurban principal wage earners are also influenced by occupation, flextime use, and by the presence and employment status of other adults in the household. The commuting times of exurban secondary wage earners are influenced by the number of hours they work, their mode of travel, and the number of children they have. Although most exurban home buyers moved to obtain a bigger lot and a more rural environment, there were many differences among households. Four types of exurban households were identified with cluster analysis. Only the Child-Raising households take full advantage of decentralized jobs to live in rural areas without longer commutes than suburbanites. In contrast, Long-Distance Commuters travel nearly twice the average time because they usually hold urban jobs and want large, but inexpensive, lots. Affluents also hold many urban jobs but can afford larger lots closer-in than others. The Economy-Minded commute average distances to obtain cheaper housing on smaller lots. This study improves understanding of the exurban development process. The study also finds that the bid-rent model of urban form is a useful theory for understanding exurban development despite the decentralization of employment and the predominance of two wage earner households.

To understand the impact of daily travel on personal and societal well-being, researchers are developing measurement techniques that go beyond satisfaction-based measures of travel. Metrics related Subjective Well-Being (SWB), defined as an evaluation of one's happiness or life satisfaction, are increasingly important for evaluating transportation and land-use policies. This dissertation examines commute well-being, a multi-item measure of how one feels about the commute to work, and how it is shaped. Data are from a web-based survey of workers (n=828) in Portland, Oregon, U.S.A., with three roughly equally sized groups based on mode: bike, transit and car users. Descriptive analysis shows that commute well-being varies widely across the sample. Those who bike and walk to work have significantly higher commute well-being than transit and car commuters. A multiple linear regression model shows that along with travel mode, traffic congestion, travel time, income, health, attitudes about travel, job satisfaction and residential satisfaction also play important individual roles in shaping commute well-being. A structural equation model reveals a significant correlation between commute well-being and overall happiness, controlling for other key happiness indicators. This research helps expand existing theory by demonstrating (1) how commute well-being can be measured and modeled; (2) how accessibility, distance and travel time impact commute well-being; (3) how individual mode choices interact with attitudes to impact commute satisfaction and (4) commuting's relationship to overall well being.