The subject matter of the theoretical part is the description of city public transport and its history, priorities used in public transport, tariffs and spatial distribution as well as integrated transport systems and vehicles used in public transport. The aim of the practical part is to closely examine public transport systems of individual cities, confront it from several points of view taking into consideration the exploitation and distribution of lines for different means of transport (tram, bus, trolleybus, metro). The cities investigated are Prague, Amsterdam and Budapest.

The diploma thesis deals with the bus transportation in Prague and surrounding areas in the Central Region. It compares the Prague integrated transport system and Central integrated transport system. It deals with the question whether the use of two unrelated integrated transport systems is efficient on the same route and whether bus transportation is operated efficiently in selected region Praha - Neratovice. The survey of utilization is accompanied by information about carriers that perform bus transport in selected region, and information about their fleet. The aim of the thesis is assesing current situation, pointing out the differences between integrated transport systems and designing alternative solution.

Made available in DSpace on 2016-12-08T17:00:00Z (GMT). No. of bitstreams: 1 Cedenir.pdf: 1021136 bytes, checksum: 1f88b7be81c599bec6611b0877edfb2c (MD5) Previous issue date: 2010-07-12 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / This study aims to discuss and historicize the conflicts involved between unionists and other workers of public transportation in the metropolitan area of Florianopolis and the public power, when the implementation of the Integrated System of Public Transport in the city. This struggle cannot be separated from its own union reorganization in the region, which, not by coincidence, occurred at the same time. The historical period that involves the structuring and development of the Workers Union in the Collective Transport, at present named as Workers Union in Urban Transport, Road, Tourism, Charter and School of Passengers in the Metropolitan Region of Florianópolis - SINTRATURB - and the Integrated System of Transport of Florianopolis began in the early 1980s. Thus, for the purpose of cutting and setting of focus, we discuss the decades from 1980 to 2000. The work therefore registers under the domain of the History of the Present Time. The challenge is to historicize, to say, sign the work at length, considering both specific events that are interrelated: union reorganization and implementation of the Integrated System of Collective Transportation in Florianópolis as the force field in which it was discussing different world views on urban workers, public transportation and other places and dimensions of power between Florianopolis city hall and trade unionists. The proposed discussion was based on analysis of documents produced by the Union, such as reports, but also and above all promotional materials such as newspapers, pamphlets, and so forth. Furthermore, news articles on the subject published in the local press were also questioning. The analysis of documents was articulated to methodology of Oral history. Hence, interviews were conducted with trade unionists involved in disputes and struggles related to the implementation of the Integrated System of Public Transport in the Metropolitan Region of Florianópolis in order to consider the tensions and interests involved in the process and how they were reinterpreted by these workers / O presente estudo objetiva discutir e historicizar os embates envolvidos entre sindicalistas e demais trabalhadores do transporte coletivo na Região Metropolitana de Florianópolis e o poder público, quando da implantação do Sistema Integrado de Transporte Coletivo na cidade, o qual não pode ser desvinculado da própria reorganização sindical na região que, não por coincidência, deu-se no mesmo momento. O período histórico que envolve a estruturação e desenvolvimento do Sindicato dos Trabalhadores no Transporte Coletivo, denominado, atualmente, de Sindicato dos Trabalhadores em Transporte Urbano, Rodoviário, Turismo, Fretamento e Escolar de Passageiros da Região Metropolitana de Florianópolis SINTRATURB - e do Sistema Integrado de Transportes de Florianópolis começou no início da década de 1980. Desse modo, para efeitos de corte e definição de foco, abordaremos as décadas de 1980 a 2000. O trabalho, portanto, inscreve-se sob o domínio da História do Tempo Presente. O desafio é historicizar, ou seja, inscrever o trabalho na duração, considerando tanto os acontecimentos específicos que se articulam: reorganização sindical e implantação do Sistema Integrado de Transporte Coletivo, em Florianópolis, quanto o campo de forças em que se disputavam visões de mundo distintas sobre trabalhadores urbanos, transportes coletivos e outros espaços e dimensões de poder entre a Prefeitura de Florianópolis e sindicalistas. A discussão proposta foi realizada a partir de análises de documentos produzidos pelo Sindicato, tais como relatórios, mas, também, sobre materiais de divulgação como jornais, panfletos etc. Além disso, foram alvo de problematização, artigos e notícias sobre o assunto, publicados na imprensa local. A análise dos documentos foi articulada à metodologia da História Oral. Nesse sentido, realizaram-se entrevistas com sindicalistas envolvidos nas disputas e embates relacionados à implantação do Sistema Integrado de Transporte Coletivo na Região Metropolitana de Florianópolis, com o objetivo de pensar as tensões e interesses envolvidos no processo, assim como os novos significados daquela problemáti a por estes trabalhadores

The aim of this dissertation is to evaluate and compare the chosen integrated transport systems in the Czech Republic and based on findings submit a proposal to improvement. For this purpose are chosen the largest and the smarter transport sysstems in the Czech Republic, which are: - Integrated transport system of the Hradec Kralove region (IREDO) - Prague integrated transport system (PID) - Integrated transport system of the South Moravia (IDS JMK) Within the analysis is used the evaluation of the qulitative indicators, for example the number of the carriers, the number of tthe stations etc. This shows that these indicators haven?t got sufficient predictive value for the analysis and final evaluation, because some differences among the transport system. Therefore are the ratios included the analysis, which arw designed on the basis of the quantitative criterions recalculated for factors causing the significant differences of the transport systems. From the analysiss came out best the Integrated transport system in Prague (PID), because of the high freguency of the transport links, large fleet, reliable continuity of the transport links, and the positive evaluation of the range of distribution network, the number of vending machines, types of tickets and existence of the car lots P+R. The worst rated is Integrated transport system of Hradec Kralove region (IREDO), which was recomended to concenterate for the information sources and to attractive the system by these sources. Generally speaking the successful integrated transport systems are these which comply with conditions of the uniformity, intelligibility and clarity. Another important factor is the high frequency of the transport links, the continuity, availability of the bus stops and of course the quality passenger information.

The use of big data in urban transport planning is unstoppably gaining momentum and with the help of strategic business partnerships and technological advancements (e.g. transport apps, mobile device location tracking, data processing) the new mobility models are evolving towards an integrated and multimodal urban mobility: Mobility as a Service (MaaS). From the generation of data by Telecom companies to transport end users, a broad range of stakeholders are involved in the data market. This tighter with the call for sustainable alternatives in passenger traffic highlights that business relations are complex, and that businesses in this data market also have long-range transport objectives. This Master Thesis develops a stakeholder analysis of the network of actors related to mobile data and users. It explores the city of Stockholm as case study to identify who are the market players (i.e. companies) and what are their respective roles and business models. Based on sectoral expertise interviews and literature and website review, a three-cluster organization of data suppliers, data facilitators and data end users set the structure to evaluate stakeholder relationships. Data trading opens a debate on which Telecoms not only address raw data processing methods but also reach less accurate mobility outcomes (e.g. trips per person, OD matrices, travel distance, average speed), or, on the other hand, which delegate the added-value service to third parties. The analyzed actor network outstands frictions between the public and private sector and, certainly, when processed data steps on the transport industry (e.g. PT operators, infrastructure managers, private service operators (Uber), passengers). This is an institutional barrier that prevents a full MaaS implementation in the Stockholm region. The challenge resides on revising actor network gaps (i.e. new roles of MaaS Operators or Collecting Agents) and easy flow data transactions to encourage integrated modal choice in transport apps offerings. Despite exiting MaaS initiatives (e.g. UbiGo) in Stockholm and little research in data-based stakeholders, this is a first approximation of a stakeholder map to an immature and innovative research area with great potential in the future. / Införandet av Big Data i stadsplanering har oundvikligen börjat ta fart. Med hjälp av strategiska affärspartnerskap och tekniska framsteg (t.ex. transportappar, spårning av mobila enheter, databehandling) har nya mobilitetsmodeller utvecklats i strävan efter en integrerad och multimodal mobilitet i städerna: Mobilitet som tjänst (MaaS). Från ny datagenerering till att transportera slutanvändare deltar ett brett spektrum av intressenter på en marknad som styrs av tillgång till data. Uppmaningen till hållbara alternativ i passagerartrafik uppmärksammar också komplexa aktörsrelationer som relaterar datahantering till långsiktiga transportmål. Denna uppsats består av en intressentanalys av aktörsnätverket inom mobilitetsdata och undersöker Stockholms stad som en fallstudie för att identifiera vilka som är marknadsaktörer (företag) och respektive roller och affärsmodeller. Baserat på intervjuer av experter inom branschen, litteratur- och webbplatssökning skapas tre kluster av organisationer, för att utvärdera intressentrelationer. Dessa är datalämnare, datatillämpare och slutanvändare. Datahandel öppnar upp en debatt om hur telekomföretag använder nya databehandlingsmetoder men når mindre exakta mobilitetsresultat (t.ex. resor per person, OD-matriser, reseavstånd, genomsnittlig hastighet) eller, å andra sidan, som delegerar mervärdestjänsten till tredje part. Det analyserade aktörsnätverket utestänger friktion mellan den offentliga och privata sektorn, och denna barriär förhindrar en fullständig MaaS-implementering när det gäller bearbetade datasteg inom transportbranschen (t.ex. PT-operatörer, infrastrukturförvaltare, privata serviceoperatörer) i Stockholmsregionen. Utmaningen ligger i att omarbeta luckor mellan aktörsnätverk (MaaS Operator eller Collecting Agent) och förenkla dataflödestransaktioner för att uppmuntra integrerat modalval i transportapps-erbjudanden. Trots existerande MaaS-initiativ (t.ex. UbiGo) och en mindre databaserad intressentforskning är detta en första approximation till ett omoget och innovativt forskningsområde med stor potential inför framtiden. / El uso de big data en la planificación del transporte urbano está ganando un impulso imparable, y de la mano de asociaciones empresariales estratégicas y avances tecnológicos (aplicaciones de transporte, seguimiento de ubicación en dispositivos móviles, procesamiento de datos), los nuevos modelos de movilidad están evolucionando hacia una movilidad urbana integrada y multimodal: Mobility as a Service (MaaS). Desde la generación de datos (empresas de telefonía) hasta un sector transporte como usuario, muchas son las partes interesadas que participan en el mercado de datos. Esto, unido a la llamada de nuevas alternativas sostenibles en el tráfico de pasajeros, hace destacar que las relaciones empresariales son complejas y que los negocios en este mercado de datos también tienen objetivos en un transporte de largo alcance. Esta tesis desarrolla un stakeholder analysis de la red de actores relacionados con los datos móviles y utiliza Estocolmo como caso de estudio para identificar a estos agentes (empresas) y sus respectivos roles y modelos de negocios. Basado ​​en entrevistas a expertos y trabajos de investigación, el análisis organiza los actores en tres grupos proveedores de datos, facilitadores de datos y usuarios finales de datos, siendo esta la estructura base para estudiar sus relaciones. Así mismo, este intercambio de datos abre un debate alrededor de si las empresas de telefonía desarrollan métodos para procesar los datos, aunque los resultados de movilidad sean menos precisos (viajes por persona, matrices OD, distancia de viaje, velocidad promedio) o, por otro lado, si el servicio de dar valor añadido se delega a terceros. Ciertamente, el análisis de la red de actores destaca fricciones entre el sector público y el privado y, en el momento que la industria del transporte ya maneja estos datos procesados (operadores de transporte, gestores de la infraestructura, empresas tipo Uber, etc), esta barrera institucional es la que mayormente impide una implementación total de MaaS en Estocolmo. El desafío está revisar posibles “huecos” en la red de actores (Operador MaaS o un Agente Cobrador) así como un fácil flujo en las transacciones de datos para alentar una elección modal integrada en la oferta de las aplicaciones de transporte. Así, a pesar de la escasa investigación en quienes son los actores que hacen negocio con datos telefónicos, y las de pocas iniciativas (efectivas) en MaaS ( UbiGo) hacen de este proyecto una primera aproximación a un área de investigación que aún es inmadura e innovadora, pero con un gran potencial en el futuro.

Thesis (MPhil (Sustainable Development Planning and Management))--University of Stellenbosch, 2009. / Globally, transport and its associated ills are creating urban landscapes that can best be described as unhealthy, unfriendly and unsustainable. The unsustainable nature of current transportation practices are most keenly displayed in four key areas, namely: the pending oil peak; global climate change; environmental degradation and social deprivation. South Africa is no exception to these impacts, but also suffers an extra disadvantage of demonstrating very little knowledge of more sustainable transportation option in terms of its planning regime. This study endeavours to improve the state of sustainability in transportation planning by developing a user-friendly and pragmatic transportation sustainability appraisal mechanism and testing this mechanism on a real-life case. In order to develop such an appraisal mechanism, the theory of sustainable development is firstly examined to provide direction to the study, followed by an attempt to distil the most pertinent principles of sustainable transport from the literature. These principles form the objectives which the appraisal mechanism aims to measure sustainability against. Owing to the poor level of awareness regarding sustainable transport practices in South Africa, a discussion on selected benchmark sustainable transport practices is also included in the study and consequently added to the appraisal mechanism. To test its operability, the appraisal mechanism is finally applied to Cape Town’s Draft Integrated Transport Plan (ITP) 2006-2011. The study indicates that the ITP is a reasonably sustainable transport plan, with the exception of its affordability and public participation aspects. These exceptions are attributed to the ITP either not properly addressing these aspects, or due to the ITP not providing enough information on these aspects. Finally, the study found that the developed appraisal mechanism is operable in the field of transportation planning, but suggests that the mechanism be further developed and refined to improve its value and effectiveness. A transdisciplinary process involving the input of community stakeholders and specialists is identified as major area for such development / Centre for Renewable and Sustainable Energy Studies

Transport Policy in the United Kingdom from the 1950s to the early 1990s has been focused on increasing car use at the expense of investment in public transport services and infrastructure. This has culminated in a poorly integrated public transport network that has seen continued decline in use outside of London. The Competition Act (1998) has exacerbated this, as public operators risked prosecution if they were seen to collaborate. A policy shift in 1998 introduced the concept of Local Transport Plans, Organisational Travel Plans and Quality Partnerships as local policy tools for developing and implementing travel solutions using the planning process. Travel Plans today are viewed by the UK Government as a local delivery tool for transport policy, inspired by the successes in Europe and the United States in changing individual travel behaviour, where the Smart Growth Agenda has emerged as a mass transit based planning response to urban sprawl. In the UK, success in delivering significant modal shift away from private car use has seen limited success, hence the rationale for this research. Using this wider policy context, this research uses the University of Hertfordshire as a case study with the objective to research the development and implementation processes of a Travel Plan. The research conducts a review of travel behaviour within the case study, providing recommendations for implementing alternative interventions to car-based travel. Making use of national policy tools, using insights from both Smarter Travel / Smarter Choice agenda, the research includes the development process of a complex city wide Quality Partnership – a delivery mechanism for travel behaviour change incorporating multiple stakeholders. This thesis uses an embedded and reflective critical realist approach to researching Travel Plans from the perspective of a Travel Plan Coordinator. Through applying a multi-method dimension to empirical data collection, the use of structured quantitative commuter surveys, semi structured qualitative interviews and supporting secondary data sources are all utilised. Using such an approach provides the research with the flexibility for reporting complex social and empirical data, including the researcher’s embedded reflective insights throughout the process. An evaluative matrix ‘lens’ has been developed for reporting back the multitude of factors, including identifying Critical Success Factors and Key Performance Indicators that underpin the success or failure of such travel planning approaches. The research culminates in the development of a Travel Plan for the University of Hertfordshire and a voluntary Quality Partnership for the City and District of St Albans. A conclusion is drawn based on the unique perspective of an embedded reflective researcher as an active practitioner in the field of travel planning. In order to be successful a Travel Plan should feed into the wider quality partnership structures for mutual benefit where multiple stakeholders are able to influence the development of interventions at the local level, which could lead to significant travel behaviour changes. It is argued that this will ultimately help Travel Plans and quality partnerships achieve their key performance objectives and help meet government policy agenda.