Governments all over the world are being challenged to develop Spatial Data Infrastructure (SDI), to improve the access and use of spatial data for decision support and sustainable development. Therefore, SDI is part of the basic infrastructure that needs to be efficiently implemented and managed in the interest of any nation. The aim of this study, therefore, is to assess the feasibility of SDI implementation in Rwanda, using the Land administration geospatial data sector as a case study, given time constraints of the research. To achieve this, the concept of SDI is firstly explained in order to provide a common understanding of the concept. The new trends in the new Land Administration System of Rwanda, with emphasis on spatial data management are also presented. This information is generated from various written materials. Field work was also conducted by means of questionnaires, interviews and observation in attempt to assess Land Administration geospatial data, related assets and gaps with reference to SDI framework requirements. A situational analysis is carried out from the field work results. The research sets the scene providing the major findings. The main spatial data providers are public and based on national level. Land use and cadastral related spatial data are the least developed, and Land Administration application data are quiet non-existent. Various users, mainly decision makers, exist but lack effective access to data. A number of challenges, such as a high duplication of data collection and maintenance, lack of appropriate ways of data sharing, a shortage of human resources in Geo-information, absence of policies and regulations, are also found in the Land Administration spatial data sector. Nevertheless, the new Land Administration System orientations and national priorities in terms of information technology, offer a favourable environment for the implementation of SDI. Having considered this, the research proceeds to propose a Land Administration SDI prototype with its main application of Spatial Data discovery Facility, and then highlights its benefits. The research ends with a conclusion and recommendations for future research. / Thesis (M.Env.Dev.)-University of KwaZulu-Natal, Pietermaritzburg, 2007.

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Je possède un Doctorat en Sciences de l'Information Géographique. J'ai utilisé ces sciences dans le domaine du génie civil durant ma thèse, en particulier pour l'amélioration du dispositif de gestion des digues de protection contre les inondations. En effet, la particularité de ces ouvrages est leur grande longueur qui complique leur gestion. C'est pourquoi nous avons fait le choix de privilégier une recherche dans le domaine des Systèmes d'Information Géographique (SIG). En parallèle, l'analyse systémique, la Sûreté de Fonctionnement et les méthodes d'aide à la décision multicritères ont été employées pour modéliser les mécanismes de rupture des digues et pour évaluer l'état et la performance des digues. Enfin, ces méthodes ont été couplées à un SIG pour obtenir un système d'aide à la décision à référence spatiale permettant aux gestionnaires de digues de prioriser les opérations de maintenance grâce à la visualisation du niveau de performance de leur parc de digues. Aujourd'hui, mes recherches ont pour finalité la formalisation des connaissances utiles pour l'aide à la décision et pour l'aide à la conception de villes résilientes aux inondations. En particulier et en préliminaire, l'évaluation de la résilience urbaine vis-à-vis du risque inondation constitue l'apport principal de mes recherches pour permettre de s'appuyer sur un socle scientifique solide en vue de la fabrication de la ville résiliente, à moyen terme. Les méthodes employées et les outils développés, ou en cours de développement, ont pour objectifs d'une part d'informer sur le niveau de résilience de la ville par rapport à des scénarios d'inondation, d'autre part d'aider sur les décisions à prendre pour augmenter le niveau de résilience des territoires urbains. Cette recherche est donc transdisciplinaire et au service de la ville. La discipline scientifique principale utilisée dans le cadre de nos recherches est le Génie Urbain, discipline par essence transversale faisant appel à d'autres disciplines, parmi lesquelles la systémique, la Sûreté de Fonctionnement, la théorie des graphes, la recherche opérationnelle, la géographie urbaine et la géographie des risques, l'aide à la décision et les Sciences de l'Information Géographique. Cette recherche s'appuie essentiellement sur trois concepts :  le concept de gestion patrimoniale des ouvrages de génie civil appliqué aux digues de protection contre les inondations. Notre apport scientifique consiste en la production d'un modèle fonctionnel déterministe de l'évaluation de la performance des digues vis-à-vis de leurs mécanismes de rupture. Les méthodes employées proviennent de la Sûreté de Fonctionnement et de l'aide à la décision multicritère.  le concept de résilience urbaine en réponse à une gestion des risques jusqu'alors centrée sur la gestion des aléas. Le développement d'une méthodologie d'évaluation de la résilience des réseaux techniques urbains est l'objectif. Pour cela, nous analysons la capacité de résistance des réseaux, leur capacité d'absorption et leur capacité de récupération. Nous nous appuyons sur le modèle fonctionnel développé pour les digues, ensuite nous proposons la conception d'un indicateur de redondance des réseaux sur la base de la théorie des graphes et de travaux de géographie des réseaux.  le concept de système d'information à référence spatiale d'aide à la décision à destination des gestionnaires d'ouvrages de génie civil, des gestionnaires des réseaux techniques urbains, des collectivités territoriales et des services de l'Etat. Nous utilisons les Sciences de l'Information Géographique pour enrichir les fonctionnalités classiques des systèmes d'information existant avec les connaissances produites en termes de performance et de résilience. Il s'agit d'améliorer les capacités d'analyse des systèmes d'information par l'incorporation de nos modèles, avec, in fine, un objectif d'aide à la décision pour la ville résiliente aux inondations. La recherche entreprise est partenariale et s'opère dans plusieurs projets de recherche comme FloodProBE, FloodResilienCity, Resilis et Paris Résiliente. Les partenaires liés à cette recherche collaborative et applicative sont nombreux, internationaux et de nature différente. Parmi les partenaires académiques, cette recherche est menée avec le Cemagref, le laboratoire PRODIG (co-directions de thèses), le LEESU (Département Génie Urbain), l'Université de Sheffield (UK), aussi, mais dans des objectifs plus opérationnels, avec Deltares (NL) et Sintef (N). Sur le plan industriel, les Groupe Egis et Sogreah sont impliqués côté français, tout comme HR Wallingford (UK) et Dura Vermeer (NL). Enfin, puisque notre recherche est appliquée, plusieurs collectivités territoriales participent à cette recherche et bénéficient des résultats : la Ville de Paris et les Grands Lacs de Seine en Ile de France, le Conseil Général du Loiret, l'AgglO et la Ville d'Orléans sur le Bassin de la Loire, et, à l'international, les Villes de Bradford (UK), Dublin (Irl), Mainz (D), Bruxelles et Leuven (B), Rotterdam et Dordrecht (NL), Trondheim (N), Prague (CZ), puis, La Nouvelle-Orléans (USA). La recherche que je mène depuis le début de ma thèse s'inscrit, du fait de mon parcours universitaire et professionnel, dans une démarche logiquement transdisciplinaire. Je m'appuie sur un corpus scientifique et disciplinaire qui me permet de répondre à l'objectif de rendre la ville plus résiliente face aux risques. Ainsi, je dispose de disciplines que je sélectionne et adapte pour répondre à ce besoin sociétal d'adapter les enjeux urbains aux aléas naturels et technologiques. Parmi ces disciplines, rassemblées sous le Génie Urbain, on retrouve l'urbanisme et l'aménagement de l'espace, le génie civil, les Sciences de l'Information Géographique, la géographie, l'analyse de risque,... Ces disciplines articulées entre elles représentent une contribution à l'amélioration des conditions de la résilience des villes. Les méthodes et outils développés sont d'abord génériques, puis ils sont testés et validés avec les gestionnaires des villes (Dublin, thèse de Serge Lhomme, Paris, thèse de Marie Toubin). La dimension spatiale de ma recherche en constitue aussi un fil conducteur : localiser, spatialiser, analyser les effets des risques et des mesures de résilience dans l'espace urbain font partie intégrante du processus de résilience urbaine et d'aide à la décision pour les acteurs concernés. Ces méthodes et outils développés puis testés, en co-construction avec les acteurs urbains, permettent une appréhension des politiques à mener à l'avenir à la fois en termes d'intégration du risque en ville, mais aussi pour la mise en place d'un urbanisme et d'un aménagement urbain plus résilients.

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Submitted by Igoor Morro Mello (igoor.mello@unesp.br) on 2018-09-03T21:44:57Z No. of bitstreams: 1 dissertação de mestrado 2018 - Igoor Morro Mello.pdf: 10593338 bytes, checksum: 0253d1ce16d1ea2f863390cd1d68fd1e (MD5) / Approved for entry into archive by Cristina Alexandra de Godoy null (cristina@adm.feis.unesp.br) on 2018-09-04T17:09:34Z (GMT) No. of bitstreams: 1 mello_im_me_ilha.pdf: 10593338 bytes, checksum: 0253d1ce16d1ea2f863390cd1d68fd1e (MD5) / Made available in DSpace on 2018-09-04T17:09:34Z (GMT). No. of bitstreams: 1 mello_im_me_ilha.pdf: 10593338 bytes, checksum: 0253d1ce16d1ea2f863390cd1d68fd1e (MD5) Previous issue date: 2018-08-24 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Nos últimos anos, o uso dos veículos elétricos nas zonas urbanas tem se intensificado. Como política para o aumento na penetração de veículos elétricos e reduzir a poluição do ar, os táxis elétricos vem sendo introduzidos nos sistemas de transporte. Eles necessitam de atenção especial devido aos seus diferentes padrões de condução. Em contraste com os veículos elétricos privados, que podem ser recarregados por um longo período, táxis elétricos necessitam de recarga em um curto período de tempo devido a sua constante operação. Portanto, estações de recarga rápida são necessárias para receber a demanda de recarga dos táxis elétricos e devem estar localizadas em locais estratégicos. Além disso, uma análise deve ser realizada para a conexão destas estações com a rede elétrica. Para melhorar sua alocação e conectividade, este trabalho apresenta uma metodologia para auxiliar na tomada de decisão da instalação de estações de recarga rápida considerando como critérios: locais com maior fluxo de táxis elétricos e baixo nível de carga nas baterias, espaço físico disponível para realizar o carregamento e funções de custo para a conexão das estações de recarga. Os resultados da proposta são mapas com a localização das estações de recarga rápida e análise dos locais de menor custo para a conexão com a rede elétrica. A metodologia é testada em uma cidade de médio porte no Brasil, mostrando a importância dos mapas e funções de custo na tomada de decisão. A proposta é comparada com outras metodologias, mostrando que esta metodologia proposta considera diferentes critérios e cria uma melhor distribuição espacial para as estações de recarga, dando melhores opções aos donos dos táxis elétricos. / In recent years, the use of electric vehicles in urban zones has been intensified. As a policy of increasing the penetration of electric vehicles and reducing air pollution, electric taxis have been introduced into transportation systems. They need special attention because of its different driving patterns. In contrast to private electric vehicles, which can be recharged for a long period, electric taxis need to recharge only for a short time due to their constant operation. Therefore, fast charging stations are required to meet the demand for recharging electric taxis and should be located at strategic places. In addition, an analysis must be performed to connect these stations in the electric network. To improve their allocation and connectivity, this work presents a methodology to help in decision making for installing fast charging stations, considering as criteria: locations with greater flow of electric taxis and low level of state of charge, the available physical space to carry out their recharge and cost functions for the connection of charging stations. The result of the proposal is a map with the location of fast charging stations and analysis of the lowest cost places for connection to the network. The methodology is tested in a medium-sized city in Brazil, showing the importance of this map and cost functions in decision making. The proposal is compared with another methodology, showing that the proposed method considers different criteria and creates a better spatial distribution of charging stations giving better options to the owners of electric taxis. / CAPES: 1667419

Orientador: Antonio Padilha Feltrin / Abstract: In recent years, the use of electric vehicles in urban zones has been intensified. As a policy of increasing the penetration of electric vehicles and reducing air pollution, electric taxis have been introduced into transportation systems. They need special attention because of its different driving patterns. In contrast to private electric vehicles, which can be recharged for a long period, electric taxis need to recharge only for a short time due to their constant operation. Therefore, fast charging stations are required to meet the demand for recharging electric taxis and should be located at strategic places. In addition, an analysis must be performed to connect these stations in the electric network. To improve their allocation and connectivity, this work presents a methodology to help in decision making for installing fast charging stations, considering as criteria: locations with greater flow of electric taxis and low level of state of charge, the available physical space to carry out their recharge and cost functions for the connection of charging stations. The result of the proposal is a map with the location of fast charging stations and analysis of the lowest cost places for connection to the network. The methodology is tested in a medium-sized city in Brazil, showing the importance of this map and cost functions in decision making. The proposal is compared with another methodology, showing that the proposed method considers different criteria and creates a better s... (Complete abstract click electronic access below) / Resumo: Nos últimos anos, o uso dos veículos elétricos nas zonas urbanas tem se intensificado. Como política para o aumento na penetração de veículos elétricos e reduzir a poluição do ar, os táxis elétricos vem sendo introduzidos nos sistemas de transporte. Eles necessitam de atenção especial devido aos seus diferentes padrões de condução. Em contraste com os veículos elétricos privados, que podem ser recarregados por um longo período, táxis elétricos necessitam de recarga em um curto período de tempo devido a sua constante operação. Portanto, estações de recarga rápida são necessárias para receber a demanda de recarga dos táxis elétricos e devem estar localizadas em locais estratégicos. Além disso, uma análise deve ser realizada para a conexão destas estações com a rede elétrica. Para melhorar sua alocação e conectividade, este trabalho apresenta uma metodologia para auxiliar na tomada de decisão da instalação de estações de recarga rápida considerando como critérios: locais com maior fluxo de táxis elétricos e baixo nível de carga nas baterias, espaço físico disponível para realizar o carregamento e funções de custo para a conexão das estações de recarga. Os resultados da proposta são mapas com a localização das estações de recarga rápida e análise dos locais de menor custo para a conexão com a rede elétrica. A metodologia é testada em uma cidade de médio porte no Brasil, mostrando a importância dos mapas e funções de custo na tomada de decisão. A proposta é comparada com outras me... (Resumo completo, clicar acesso eletrônico abaixo) / Mestre

Submitted by Valdinei Souza (neisouza@hotmail.com) on 2015-10-06T20:49:45Z No. of bitstreams: 1 DISSERTACAO LEONARDO COM CAPA.pdf: 1273238 bytes, checksum: 45cf92815aa55e73d2858f881116bc64 (MD5) / Approved for entry into archive by Urania Araujo (urania@ufba.br) on 2015-11-13T17:59:16Z (GMT) No. of bitstreams: 1 DISSERTACAO LEONARDO COM CAPA.pdf: 1273238 bytes, checksum: 45cf92815aa55e73d2858f881116bc64 (MD5) / Made available in DSpace on 2015-11-13T17:59:16Z (GMT). No. of bitstreams: 1 DISSERTACAO LEONARDO COM CAPA.pdf: 1273238 bytes, checksum: 45cf92815aa55e73d2858f881116bc64 (MD5) / Esta dissertação buscou explorar a validação jurídica dos processos de informação jurídica ou juridicisada pelo referido processo. São dois, portanto, os objetivos: conceituar os processos de informação jurídica e conceituar os processos de sua validação jurídica. Buscou-se, pois, recompor ponto a ponto o itinerário do surgimento à validação jurídica das tecnologias de validação da informação desde as marcas pessoais pré-históricas até a tecnologia criptográfica assimétrica que proporcionou o advento da assinatura digital. Os conceitos de forma, de norma e de padrão são analisados com o fulcro na problematização do tema da validação nos processos humanos de comunicação da informação. / Abstract- This paper means to explore legal validation of information processes, wether the information is legal or legalized by its validation process. It had, thus, two main objectives, i.e.: to conceptualize legal information processes and to conceptualize legal validation processes pursuant to the latter. A step-by-step trace of the path from the advent to the legal validation of information processes – since the beginning of it as pre-historical personal marks, up to the latest asymmetric cryptographic technologies that allow the upcoming of digital signatures. The concepts of norm, form, pattern and standard are thus analyzed, meaning to further comprehend the ever-evolving quest for validation in human information communication processes.

A construção pesada brasileira, setor produtor das rodovias, túneis, aeroportos, portos, ferrovias, metrovias, barragens, usinas hidrelétricas e obras de arte, pontes e viadutos - bens que compõem a infraestrutura nacional - além de dinamizar diretamente as demais indústrias, contribuir para ocupação da mão de obra e absorver conhecimento tecnológico, é também formadora de uma engenharia nacional de alta especialidade técnica, reconhecida e respeitada no mundo todo. Para se entender a pujança desta atividade industrial, parte-se da gênese histórica da construção pesada nacional e das grandes firmas. Verifica-se o funcionamento do setor, aspectos técnicos, jurídicos, econômicos, políticas, materiais, máquinas, pessoal e demanda. E, por fim, a distribuição espacial, localização de obras e empresas. A estruturação da construção pesada acompanha o processo da industrialização nacional, dinamizado, sobretudo, a partir dos anos 1930. De 1960 a 1970 o setor montado vive a expansão interna com o aumento da demanda e início da inserção no mercado regional. Após a desaceleração da demanda interna a partir dos anos 1980, as construtoras partem para concessões de serviços públicos e demanda externa de construção de obras pesadas. Mantém-se pela expansão via diversificação de atuação e multinacionalização, as quais tomam força a partir da década 1990. Com as políticas nacionais de privatizações passam a atuar as firmas em saneamento, telecomunicações, energia, petroquímicos, transportes, defesa, mineração, óleo e gás, bioenergia, mobilidade urbana, empreendimentos imobiliários, têxtil, naval. Nos anos 2000 consolidam-se como grandes grupos empresariais atuantes nos mais diversos setores econômicos e retomam com força às atividades de construção de infraestruturas internas estimuladas por novas demandas públicas. A partir dos anos 2010 inicia-se o reajuste do setor. O objetivo principal deste trabalho é o de compreender o setor da construção pesada brasileira sua consolidação, expansão e multinacionalização, a partir da combinação de aspectos naturais e sociais. Um setor complexo que atingiu preponderância regional e consagrado destaque mundial associado ao protagonismo de empresas, que começaram pequenas, cresceram, disputaram e ganharam mercados internacionais, demonstrando excelência. / Brazilian heavy construction, road, highways, railroads, underground, marine construction, bridges, tunnels, harbor and port facilities construction, dams, hydroelectric power plant construction infrastructure suppliers products - besides being important to the overall economy, pushing other industries, it contributes to job generation and technological knowledge, and it is also responsible for a high specialized national engineering, acknowledged and respect all over the world. To understand the strength of this sector, firstly the research follows historical data about beginning of Brazilian heavy construction industry and Brazilian main enterprises. Then how the sector works, technical activities, rules, laws and regulations, policies and practices, materials, equipments, labor and demand. Finally where main heavy constructions have been distributed and Brazilian contractors are located. Brazilian heavy construction sector increased while the national industrialization process was set down planning by political policies most since 1930. From 1960 to 1970 stimulated by public sector and assistance from the federal government and domestic demand Brazilian contractors reach technical skills make them ready to foreign market. When recession issues from the 1980s weaken some Brazilian industries, contractors start operating new segments as public service concessions merging more easily export policies. Consolidated in the 1990s whether by diversification due to privatization projects or multinationalization strategies. They have started business in sanitation, telecommunication, power, petrochemicals, transportation, defense, mining, oil and gas, bioenergy, building construction. In the 2000 already powerful organized corporations acting in many different economic activities, attracted by internal infrastructure demand, they come back where they had started. From 2010 sector has known little by little its breakdown. This text intends to understand Brazilian heavy construction its beginning, consolidations, development, distribution and internationalization, following natural and social aspects arrangement. A very complex sector which had a long time achieved regional leadership and worldwide acknowledgment.

L’accueil de la coupe du Monde 2014 et des JO 2016 à Rio de Janeiro représente la consécration d’une stratégie de construction de ville attractive qui se base sur l’organisation de méga-événements, un contexte économique favorable et une entente conjoncturelle entre les différents niveaux de gouvernement brésiliens. Cette politique néolibérale de fabrique et de gouvernance de l’espace urbain – impliquant une nouvelle reconfiguration des coalitions d’acteurs historiquement présents dans le circuit de l’accumulation urbain – se fonde sur la rénovation de la ville de Rio dans le but de l’insérer dans la compétition internationale des villes, mais aussi pour échapper, sur le plan national, à sa trajectoire de décadence sur fond de crise économique et politique (qui débuta dans les années 1970-1980). Dans les discours officiels, les transformations urbaines à l’œuvre répondent aux besoins de la « ville olympique » tout en provoquant des impacts positifs pour les habitants de la ville (et par conséquent pour ceux de la région métropolitaine). Dans ce contexte, les investissements en infrastructures de mobilité sont les plus importants, en termes de montants investis et d’impacts sur l’espace urbain, amenant les pouvoirs publics à parler d’une « révolution des transports » capable de résoudre la crise de la mobilité qui aggrave les processus de ségrégation et d’exclusion urbaine. L’objectif de cette thèse est d’évaluer, à travers une analyse multi-scalaire, c’est-à-dire les échelles métropolitaine, municipale et intra-municipales), les impacts différenciés des projets de transport sur la justice socio-spatiale à Rio de Janeiro. Outre une mise en perspective des différents projets et composantes de la « révolution des transports » et de leurs effets sur les dynamiques urbaines, il s’agit d’appliquer différents critères de justice à l’analyse géographique pour proposer une évaluation complexe des impacts des projets de transport, qu’ils portent sur la satisfaction de la demande en termes de capacité et de qualité, ou sur des externalités dépassant ceux de la mobilité (expropriations d’habitants, spéculation immobilière, etc.). La méthodologie qualitative (observation de terrain et entretiens semi-directifs) combinée à cette grille de lecture multicritère de la justice permet de d’appréhender les effets à différentes échelles, de repérer les divers groupes d’acteurs en conflit dans ce contexte de ville attractive et d’identifier quels sont les gagnants et les perdants de cette stratégie urbaine. Finalement, les impacts de la « révolution des transports » provoquent des changements qui n’impliquent pas de rupture réelle, ni avec le modèle routier de mobilité ni avec les logiques de ségrégation de la ville néolibérale. Tout changer pour que rien ne change ? / Rio de Janeiro’s hosting of the World Cup 2014 and the Olympics Games 2016, is the consecration of the "attractive city" strategy, which is based on the triplet organization of mega-events, dynamic economic context and circumstantial alignment between the three levels of Government. This neoliberal policy and governance related to the construction of the urban space implies a reconfiguration of coalitions of historical actors present in the circuit of urban accumulation. Rio’s urban renewal aims to link this city to the global circuit of cities competition, but also to evade from its path of economic and political decay, which began in the 1980s. In official statements, the ongoing urban transformations meet the requirements of the "Olympic city" and generate positive impacts for local and metropolitan inhabitants. In this context, investments in mobility infrastructure are the most meaningful, both in financial and impacts on urban space terms. This leads the government rhetoric of a "transport revolution", able to solve the urban mobility city crisis, clearly attached to processes of urban segregation and exclusion. The object of this thesis is to evaluate, through a multiscale analysis, which includes metropolitan, municipal and intra-urban dimensions, the various impacts of transportation projects on social and spatial justice in Rio de Janeiro. Then, based on justice theories applied to Geography, a multicriteria analytic model of justice is constructed, to assess the impact of transportation projects on terms of demand satisfaction and the effects on other processes such as expropriations and land speculation. The qualitative methodology (semi-structured interviews and field observation), along with the multicriteria framework of justice, allowed the identification of the various groups of conflicting actors in the constitution of the "attractive city" and, among them, those who "win" and those who "lose". The results indicate that the impact of the "transport revolution" in Rio de Janeiro, for the 2014 World Cup and 2016 Olympic Games, causes shifts that tear down neither the Brazilian road mobility model, nor the neoliberal’s city segregation rationale. Change everything in order to nothing change?