Les temps changent, et de nouvelles temporalités sont venues modifier l’organisation du temps des individus. Les nouvelles technologies de l’information combinées à l’usage grandissant du véhicule en mode solo ont contribué à l’étalement urbain et à l’accroissement des distances qu’ont à franchir les migrants pendulaires. Les déplacements quotidiens de milliers de personnes sur un territoire urbain à des fins de travail, d’étude et de loisir ne se font pas sans heurts. Il va sans dire qu’un usage accru des moyens de transport collectif réduirait considérablement les méfaits occasionnés par les migrations pendulaires. Encore faut-il que l’offre de transport en commun réponde à la demande des migrants pendulaires. Puisqu’il y a différents types de migrants pendulaires, l’offre de transport doit s’adapter à tous si l’on veut rejoindre une masse importante d’utilisateurs. Les nouvelles temporalités ont redéfini l’usage du temps pour une majorité d’individus. Cette recherche vise donc à vérifier si l’offre de transport en commun, faite par la Société de Transport de Montréal et la Ville de Montréal, répond adéquatement aux besoins des navetteurs d’aujourd’hui. / Times change and the New Temporalities have modified the individual’s organization of time. The new information technologies combined with high car dependence contribute to urban sprawl and to the increase in distance for commuters. Thousands of daily moves made by commuters, moving in an urban territory, are not without consequences. A massive use of public transportation would lead to a decrease of inconveniences associated with daily commuting. Public transit companies have to provide commuters with excellent service. The offer has to be adapted to people’s needs, in order to reach a mass of users. The New Temporalities have modified the way most people use their time. The goal of this research is, then, to verify if the public transit supply of « La Société de Transport de Montréal et la Ville de Montréal» is adapted to today’s commuters’ needs.

The aim of this thesis is evaluate the development of the inner peripheral regions of the Czech Republic between years 2001 and 2011 in terms of internal resources (human and social potential, demographics) of these location. In the theoretical part were described differences between peripheral and core regions, the specifics of peripheral regions, their formation and how the periphery can act on human and social capital. In the practical part we set five hypotheses that we used for evaluate developments. These hypotheses were focused on the Index of aging, Index of total dependency ratio, education, employment and commuting residents to work and school. The results were evaluated not only between the inner peripheral regions but also between peripherals and other regions.

The diploma thesis deals with industrial regions in Czech Republic. It is focused on delimitating industrial regions of selected centers in years 1991 and 2001. This was achieved by collecting relevant statistical data from 1991 and 2001 Population and housing census. Regional effect of these centers, based on commuting to industrial sector, was also examined. The author evaluated main changes of centers and their industrial estate in the period of transformation. He found the cause of these changes and identified crucial factors which nowadays affect commuting to industrial sector.

The diploma thesis deals with the importance of small schools for municipalities and their inhabitants. It focuses on the views and memories of individual residents who attended a small school in their village. The theoretical part of the thesis is divided into two main chapters, the first one deals with mixed-grade education and the other with a teacher in the classroom with mixed grades. The first chapter defines the concept of a small school, it also takes into account the history and distinguishes between the types of small-class schools. This chapter also discusses small-scale schools in the countryside, it examines the climate and environment in the small schools, and their advantages and disadvantages. Last but not least, it sees the small school as an alternative school, and also takes into account alternative schools with mixed grades structure abroad. The second chapter focuses on the teacher in the small school, his attitudes, values, personality, authority, as well as his professional knowledge and skills. The research part of the thesis was realized by semi-structured interviews. Qualitative research has shown that even though former pupils often remember at school in a good way, they do not always trust that system of teaching so much that they entrust their children to school unconditionally. The biggest surprise of the thesis was the finding that the memories of a particular small school are largely influenced by the memories of a particular teacher, his personality, behavior and manners, not the school itself. On the other hand, most of the respondents have had bad memories about their transition, it was stressful for most of them, they have been badly integrated into a new collective and a new environment, some of them have also encountered bullying. These facts discourage some people from putting their children in a small school.

Made available in DSpace on 2014-08-20T13:49:45Z (GMT). No. of bitstreams: 1 Dissertacao Carla Borges.pdf: 1434502 bytes, checksum: e5ef31456209efc8e42286773779c9bc (MD5) Previous issue date: 2012-03-30 / Job accidents in Brazil and in the world are one of the causes of sickness, limitations, disabilities and even death among workers. In the health area, studies are more focused on accidents in hospitals, although the Primary Attention to Health (APS) has about 1 million workers who act in environments with great risks of accidents due to the presence of chemical, physical and biological agents, besides the working itself being based on movement repetition, making it possible to potentiate its occurrence. It was aimed to identify the prevalence of job accidents among APS workers in 240 Basic Health Units of the Traditional and PSF attention models, in 41 cities with more the 100,000 inhabitants in the South and Northeast regions of Brazil. A cross-sectional study that used data from the Base Line Study of the Expansion and Consolidation Project of Family Health Strategy (ELB-PROESFUFPEL), performed in 2005. The adjusted analysis was performed with Poisson regression. The total sample was made of 4,741 workers. The prevalence of job accidents in APS was 34.8%. Among the accidents it stands out: with drill cutting material (62.4%), fall (36.1%), stroke (13.8%), shock (8.6%) and traffic accidents (23.0). In the adjusted analysis, the variables age, income, smoking, minor psychiatric disorders, work regime, occupation, adequacy, satisfaction with home assistance and team work were associated with the outcome. Characterize and register the occurrence of lifelong job accidents among APS workers, identifying the different occupational categories, the most exposed and other associated factors, can contribute to new security measures and resizing of workers health politics. / Os acidentes de trabalho no Brasil e no mundo são um dos causadores de adoecimento, limitações, incapacidades e até a morte entre trabalhadores. Na área da saúde os estudos enfocam mais os acidentes em âmbito hospitalar, embora a Atenção Primária à Saúde possua em torno de 01 milhão de trabalhadores, os quais atuam em ambientes com alto risco de acidentes devido à presença de agentes químicos, físicos e biológicos, além da forma de trabalho basear-se na repetição de movimentos podendo assim potencializar a sua ocorrência. Objetivou-se identificar a prevalência dos acidentes de trabalho ao longo da vida e fatores associados entre os trabalhadores da APS em 240 Unidades Básicas de Saúde dos modelos de atenção Tradicional e PSF, em 41 municípios com mais de 100 mil habitantes das regiões Sul e Nordeste do Brasil. Trata-se de um estudo transversal, o qual utilizou dados do Estudo de Linha de Base do Projeto de Expansão e Consolidação da Estratégia de Saúde da Família (ELB-PROESF-UFPEL), realizado em 2005. A análise ajustada foi realizada através da regressão de Poisson. O total da amostra foi de 4741 trabalhadores. A prevalência de acidentes de trabalho em APS foi de 34,8%. Entre os acidentes destacam-se: com material perfuro cortante (62,4%), queda (36,1%), pancada (13,8%), choque (8,6%) e acidentes de trânsito (23,0). Na análise ajustada, as variáveis idades, renda, tabagismo, transtornos psiquiátricos menores, regime de trabalho, ocupação, adequação de aspectos da tarefa, satisfação com atendimento domiciliar e trabalho em equipe mantiveram-se associadas ao desfecho. Caracterizar e registrar a ocorrência de acidentes de trabalho ao longo da vida dos trabalhadores em APS, identificando as diferentes categorias ocupacionais, os mais expostos e outros fatores associados, poderá contribuir para novas medidas de segurança e redimensionamento das políticas de saúde do trabalhador.

L’objet de cette thèse est de définir et d’identifier les effets des politiques de différenciation tarifaire sur l’usage et l’organisation d’un réseau de transport de voyageur urbain ou interurbain. Par différenciation tarifaire, on entend la capacité à faire payer à l’utilisateur un service à des prix différents, en tenant compte de plusieurs critères que nous définirons : l’usage, la distance parcourue…. La tarification différenciée est également appelée discrimination tarifaire de deuxième niveau dans les pays anglo-saxons. La politique tarifaire d’un réseau de transport public répond à trois objectifs qui sont souvent contradictoires. Le premier est la collecte de la recette et la couverture des coûts, le second est l’orientation des usages sans détériorer la fréquentation. Enfin le troisième présente la politique tarifaire comme un instrument possible de politique urbaine. Quels sont les éléments d’une politique tarifaire qui peuvent avoir une influence sur le comportement des utilisateurs en termes de déplacement sur un territoire ? Est-ce qu’un tarif multimodal va générer plus de déplacements combinés, un meilleur taux de fréquentation ? Peut-on observer des changements de comportements suite à l’introduction de tarifications spécifiques comme les tarifs heures de pointe/heure creuses ? Les moyens de paiement comme les facilités d’accès au service font également partie de la stratégie tarifaire : les cartes prépayées, le post paiement, les cartes à valeur permettant de débiter le prix des trajets en fonction des pratiques sont autant de supports permettant l’accès à des bouquets de services. Des tarifications parfois extrêmement sophistiquées ne sont pas perçues comme telles par les utilisateurs. La première partie a pour objectif de définir les enjeux autour de l’élaboration du tarif et de la différenciation tarifaire. Les mécanismes et les composantes de la différenciation tarifaire seront définis et les travaux déjà réalisés sur les relations entre tarification et usage d’un service seront passés en revue de manière à dégager un état des lieux des pratiques tarifaires existantes et hiérarchiser celles pouvant avoir un impact direct sur l’usage spatial du réseau. Dans une deuxième partie, l’étude portera sur la dimension spatiale du tarif à travers l’étude des relations entre les différentes tarifications à la distance et la morphologie spatiale des territoires considérés. L’efficacité des pratiques tarifaires eu égard aux politiques de planification urbaine sera évaluée à partir d’exemples de villes ayant des formes urbaines de type mono-centrique, polycentrique ou composite. La relation entre tarification et morphologie urbaine sera confirmée. L’objet de la troisième partie est de simuler le comportement des utilisateurs lors de modifications tarifaires à partir des données de fréquentation disponibles grâce aux validations billettiques. Dans un premier temps à partir des données de validations des réseaux urbains et interurbains de Belfort ainsi que du département de l’Oise et de la Drôme, nous montrerons qu’il est possible de faire des analyses ciblées. Puis, à partir des données réelles collectées sur le réseau d’Ile de France, et en se projetant à l’introduction d’une ligne structurante nouvelle comme la ligne 15 du Grand Paris, nous chercherons à simuler l’impact d’une tarification différenciée sur la fréquentation globale des deux réseaux. En utilisant un algorithme de répartition des flux selon un modèle de répartition entre deux itinéraires concurrents, Il s’agira d’explorer une méthode de construction d’une grille tarifaire qui fixerait des niveaux de recette globale tout en orientant les usages sur des objectifs définis : niveau d’utilisation de la nouvelle ligne, tranche horaire, courts et long trajets.... / The purpose of this thesis is to define and identify the effects of price discrimination policies on the use and organization of urban public transports. Price discrimination is the possibility to price a service with different level of tariff. At first, we will define the issues around public transport fares, whose complexity is now mitigated by existing smart cards and other payment tools. Then, the spatial dimension of the fare will be given special attention through the study of the relationships between fee structure and spatial morphology of 10 cities around the world. The relationships between urban morphology and pricing will be confirmed. Knowing that usage of public transport are diverse, it is essential to have a good knowledge of users habits. Smard Card data reconstruction provides geographical and statistical information that can be re used for urban planning and for pricing policy. How ?Grand Paris orbital line 15, will be launched in 2020. It is an example of introducing a new metro line inducing significant time savings for commuters. Passengers will be given a real alternative between their usual route and the new one. The new route can offer several advantages: gain of time spent during the trip, gain in terms of number of transfers, comfort gain, security gain, price advantages. This could be an opportunity for an agency to review its fare policy. Our model is based on existing travel flows derived from the itinerary reconstruction from Navigo Smart Card pass. It establishes the principles of a fare grid based on travelers’ preferences and current travel patterns. For this research, we used data from public transport pass users in the Paris’ Metropolitan area, for one month. Finally, we show that price discrimination is related to "mobility" and not to “public transport”. If we consider the mobility needs of the user, pricing is no longer that of “transportation” but a package of services enabling access to different forms of mobility. Therefore it is transport governance that can be a problem. How to federate all mobility stakeholders in France? This dimension is essential for public transport authorities. It is a key success factor for achieving ambitious and sustainable urban planning policies.

This master thesis ”Urban Mobility in the 21st Century” gives an insight into the challenges that come with car usage in today’s society. Even though decision makers are trying to encourage people to use other means of transport, the car is still the predominant choice of transport for many people. With this thesis I have tried to answer the question of why people generally prefer to commute and travel by car instead of using public commuting systems. The answers to this question are many. Different scientists have given their view of why people generally prefer to travel by car. One of the explanations is given by Zygmunt Bauman. He argues that we live in a society that demands consumption of both travel and merchandise as well as experiences. In this the car becomes the ultimate choice of transport, due to its apparent sense of speed, flexibility and safety. This appealing sense of speed, flexibility and safety also partly explains why people prefer to use the car, instead of public commuting systems. The society we live in today is complex with many activities spanning a wide geographical area, giving the car many advantages both in flexibility and speed. The decision makers in the European Commission, the Swedish government and the British government have tried to handle this usage of the car in different ways, sometimes by encouragement in using other means of transport, and other times by hard measures like road pricing or increased tax on petroleum. When analyzing these different methods and comparing with the dominating theories on urban mobility, I found that some methods are more successful than others and also that certain methods can have side effects that are less desirable.

People without private transport are dependent on public transportation. Public transport, particularly minibus taxis, is the most popular mode of transport in the Northern Areas of Port Elizabeth. The objective of the minibus taxi industry is to provide public transport to minibus taxi commuters in an economically, reliable and safe manner. The focus of this case study was to explore and determine the views of minibus taxi commuters who utilised minibus taxis as a form of public transport, as well as the views of minibus taxi drivers in terms of adhering to road safety requirements on Stanford Road in Port Elizabeth. The literature survey revealed that transport in South Africa has had a political dimension arising from the Group Areas Act 41 of 1950. One consequence of this Act, which imposed residential segregation on the country, was that poor black commuters were forced to live far out of town, forcing them to travel long distances to places of work and commercial centres, with a commensurate increase in transport costs. Data was collected by means of two structured questionnaires which were administered to minibus taxi drivers and minibus taxi commuters to explore their views and experience of road safety on Stanford Road in Port Elizabeth. A discussion on the minibus taxi industry, minibus taxi associations and law enforcement agencies in Port Elizabeth, as well as the sustainability of the minibus taxi industry, followed in Chapter Three. Through this case study, valuable insight was gained regarding the minibus taxi industry and road safety in Port Elizabeth. Finally, recommendations to improve road safety were made.

Over the last 100 years technological improvements in urban travel in terms of reliability and speed, has meant increased mobility for residents. This was accelerated with the advent of the automobile. It allowed many to move to the suburbs that were typified by less expensive lower density housing, and commute longer distances to their place of work. Today, in urban areas, cars are the main means of urban transport. The problem arises in major urban areas across North American when everyone tries to travel at the same time (usually during to trip to and from work). Urban areas are faced with problems of congestion (during rush hour) along with the lack of attractive transit alternatives. One aspect of this problem is examined in terms commuting habits. The purpose of this exercise is to examine the commuting habits of Justice Institute employees whose place of work moves from the West Side of Vancouver to New Westminister. In the postmove period employees made a number of decisions regarding their modal-type and residential location. These decisions may have a significant impact on their activities and travel patterns in the city. The goal is to collect data that would indicate the place of residence of employees before and after the Justice Institute move. It should also include employee modal-type in the pre and postmove periods of the move. Such information is important in the understanding the changes' employees make regarding their residential location and modal-type and the reasons for these changes. As well, employee characteristics such as income can influence these decisions. Such decisions are based on employee's preferences, likes and dislikes regarding their neighbourhood and modal-type. Within this framework, it is the goal of this analysis to understand how employees make trade-offs between where they live and the time they spend commuting to and from work. The correlation parameter may describe the tendency for some commuters to locate themselves close to their employment. The analysis of the survey results will help planners understand more about the urban transport problem. Within this framework, planners can learn why people choose to travel by car instead of transit. This may be related to choice of neighbourhood. It may be that employees choose neighbourhoods that they like to live in regardless of their place of work. Thus, to understand more about the transport problem planners need to know what kinds of neighbourhoods attract people. If the quality of neighbourhoods is an important factor regarding employees' choice of residential location, any transport plan must include land-use initiatives that attempt to create neighbourhoods that attract people. The idea is to bridge the two; otherwise conflicting land-use policies could easily undermine any transport plan. Within this framework, policy must be geared to bring home and places of work closer together. This means creating vibrant neighbourhoods that contain a variety of land-use that could create more employment opportunities closer to home. Neighbourhoods should not only create just residential uses alone. That would mean people would have less distance to travel. This would also mean creating pedestrian and transit friendly neighbourhoods. Less emphasis would be given to the car and more to alternative methods of transport. Such policies can go along way in reducing the dependence on the car. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The main aim of this paper is to assess the impact of tax competition on the functioning of the public sector in the real economy. In particular it follows up the public finances and the impact of tax competition on the amount and structure of publicly provided goods and services. The paper is based on the economic theory of tax competition and fiscal federalism, taking into account the arguments both against and in favor of tax competition. It examines tax competition in a particular example of Switzerland and shows how tax competition works here. The paper analyzes tax competition in Swiss cantons and shows that the tax burden in the canton is dependent on the tax burden in the neighboring cantons. It also deals with the influence of tax competition on the structure of publicly provided goods in Switzerland and takes into account also the phenomenon of commuting and the consumption of publicly provided goods in cantons different from the canton where the tax is collected. The paper also examines the impact of commuting on the structure and level of public expenditure in Swiss cantons.