Transport is one of the basic needs of a functioning society. Unfortunately, transport also pollutes our cities and release greenhouses gases. Driverless technology is a technology predicted to disrupt the future transport system, and perhaps change how we travel from private cars to shared vehicles. This study focuses on the aspect of privately owned versus shared driverless vehicles, to create more knowledge of how the future transport system will look. A utility-based demand model is used to find the demand for private and shared transport when driverless vehicles are available. The utility of different transport options is estimated by looking at earlier studies about the performance of driverless cars, driverless buses and shared driverless taxis, which is used as input for the utility model. The results indicate that driverless technology will not be a catalyst that makes transport go from private to shared. While driverless buses can improve public transport, and shared driverless taxis outcompete current taxis, driverless technology will also improve private vehicles. The results in this study imply that the sustainability improvements earlier reports have predicted with a high use of shared driverless transportation might not materialise unless efforts are done to increase use of shared transportation. / Transport är ett av de grundläggande behoven för ett välfungerande samhälle. På samma gång släpper transporter ut både växthusgaser och skadliga partiklar. Självkörande teknik är något som förväntas revolutionera framtidens transportsystem, förhoppningen är att de ska förändra hur folk reser från privata bilar till delade transporter. Denna studie fokuserar på den förhoppningen. Kommer framtidens transporter ske i privata självkörande fordon eller delade självkörande fordon och vad i sin tur betyder det för framtidens transportsystem? Med en nyttobaserad efterfråge- och bilinnehavsmodell modelleras efterfrågan av självkörande delade taxis, självkörande bussar och självkörande privatbilar. Resultaten indikerar att självkörande teknik inte nödvändigtvis kommer vara en katalysator som får människor att sluta äga och använda privatbilar. Självkörande bussar kan göra kollektivtrafiken bättre, och självkörande delade taxibilar kommer troligtvis användas mer än dagens taxis. Men självkörande privatbilar kommer också ha många fördelar, och de som äger dem kommer dessutom troligtvis köra längre sträckor än dagens bilister. Resultatet av denna rapport indikerar därför att de stora förväntningarna som finns på självkörande teknik gällande delade transporter kan vara felaktiga, om inte andra åtgärder också görs för att öka delning. Att delningen inte ökar gör också att de hållbarhetsförbättringar som vissa tidigare rapporter förutspått inte nödvändigtvis kommer ske.

La presente investigación tiene como objetivo determinar los factores que las empresas de aplicaciones de taxi deberían considerar en sus estrategias de marketing en la zona 7 de Lima Metropolitana. Para ello se empleó revisión bibliográfica, así como encuestas de preguntas abiertas para conocer los motivos de intención de uso de aplicaciones de taxi. Asimismo, se llevaron a cabo focus groups y, posteriormente, encuestas para el análisis de datos. Se concluye que existen factores que son higiénicos; es decir, aquellos que se esperan, como mínimo, en un servicio como el de taxi por aplicación. Este es el medio de pago. Por otro lado, existen factores a través de los cuales se pueden plantear estrategias de diferenciación y brindar un valor agregado al usuario, en este caso, al pasajero. Estos son el precio, la experiencia de viaje, la confianza y la disponibilidad. Por último, se plantearon algunas recomendaciones como la personalización del servicio de taxi por aplicación, mejorar la atención a reclamos y ciertos protocolos de seguridad para el pasajero.

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

Swedish lacks gerunds and is therefore suitable for studying implicit meanings of Russian gerunds that are forced to become explicit in Swedish translations. The present contrastive parallel corpus study explores translation correspondences in both directions. It is shown that constructions with finite verbs of perfective aspect followed by imperfective gerunds largely correspond to Swedish absolute withconstructions (= Swedish med-constructions). Another finding is the insertion of extra gerunds in connection with translation of Swedish locative constructions. A classification of Swedish explicit time markers corresponding to converb constructions is structured according to time relations (taxis relations): perfective aspect converbs show a clear correspondence to anterior markers, and imperfective converbs correlate with simultaneity markers. Contextual secondary meanings like means, purpose, cause, consequence are analyzed and various structures are found

Les empreintes digitales recueillies par détection systèmes offrent de nouvelles façons de percevoir les comportements d'un individu. En outre, de grandes collections d'empreintes numériques des communautés apportent de nouvelles compréhensions des comportements humains. La perception des comportements humains à partir des empreintes digitales de détection permet de construire des nouvelles applications sur les systèmes de détection. D’après les empreintes digitales recueillies avec l'accéléromètre embarqué dans les téléphones mobiles et les taxis équipés avec GPS, nous présentons ici notre travail sur la reconnaissance des comportements individuels, la capture des comportements communautaires et la démonstration des nouveaux services activés. En reconnaissant les comportements individuels, nous présentons la reconnaissance des activités physiques d'une personne avec les lectures de l'accéléromètre recueillies à partir des téléphones mobiles mis dans les poches autour de la zone pelvienne. Avec les empreintes GPS d'un taxi, nous résumons les comportements anormaux du transport des passagers pour un individu et améliorons l'efficacité de la reconnaissance de la méthode existante IBOAT. En outre, sur la base des observations dans la vie réelle, nous proposons une méthode pour détecter les événements de changement de service d’un taxi individuel. Avec des traces GPS à grande échelle et à l’aide des milliers de taxis, nous étudions les comportements anormaux pour le transport des passagers et les comportements de changement de travail et exploitons les stratégies de service de taxi. En outre, nous présentons un système intelligent de taxi comme une étude exemplaire des nouvelles applications qui s’appuie sur les comportements perçus individuelles et communautaires / The digital footprints collected from the prevailing sensing systems provide novel ways to perceive an individual's behaviors. Furthermore, large collections of digital footprints from communities bring novel understandings of human behaviors from the community perspective (community behaviors), such as investigating their characteristics and learning the hidden human intelligence. The perception of human behaviors from the sensing digital footprints enables novel applications for the sensing systems. Bases on the digital footprints collected with accelerometer-embedded mobile phones and GPS equipped taxis, in this dissertation we present our work in recognizing individual behaviors, capturing community behaviors and demonstrating the novel services enabled. With the GPS footprints of a taxi, we summarize the individual anomalous passenger delivery behaviors and improve the recognition efficiency of the existing method iBOAT by introducing an inverted index mechanism. Besides, based on the observations in real life, we propose a method to detect the work-shifting events of an individual taxi. With real-life large-scale GPS traces of thousands of taxis, we investigate the anomalous passenger delivery behaviors and work shifting behaviors from the community perspective and exploit taxi serving strategies. We find that most anomaly behaviors are intentional detours and high detour inclination won't make taxis the top players. And the spatial-temporal distribution of work shifting events in the taxi community reveals their influences. While exploiting taxi serving strategies, we propose a novel method to find the initial intentions in passenger finding. Furthermore, we present a smart taxi system as an example to demonstrate the novel applications that are enabled by the perceived individual and community behaviors

L'objectif de ce mémoire est d'identifier le modèle de comportement qui illustre le mieux le processus décisionnel du travailleur. Plus particulièrement, j'y oppose le modèle intertemporel au modèle d'atteinte d'objectif (ou modèle reference-dependent). Pour ce faire, j'utilise des données portant sur l'ensemble des courses effectuées par les chauffeurs de taxi new-yorkais pour l'année 2013. Afin de simuler des variations de salaire, j'utilise les conditions météorologiques. J'observe d'abord, à l'aide de plusieurs régressions par Moindres Carrés Ordinaires, les réactions du marché lors d'une période de mauvais temps. À la fois l'offre et la demande semblent augmenter. Je tente ensuite, à l'aide d'un modèle de mélange gaussien, de déterminer s'il y a de l'hétérogénéité dans le comportement des chauffeurs. Je trouve un possible effet de spécialisation. Je continue mon analyse par l'estimation d'élasticités en régressant le log du nombre d'heures travaillées sur le log du salaire. Je me prémunis du problème d'endogénéité du salaire en utilisant l'estimateur par Moindre Carrés en Deux Étapes, avec comme instruments le niveau de précipitation moyen et la vitesse moyenne du vent lors du quart de travail. Les élasticités obtenues se situent entre 0,43 et 0,57. Je termine avec l'estimation d'un modèle probit sur la probabilité d'arrêter de travailler, avec comme facteurs principaux le nombre d'heures effectuées et le montant d'argent accumulé. L'effet rapporté pour le montant accumulé est négatif. Dans l'ensemble, les résultats sont en accord avec le modèle intertemporel.

Durante las tres últimas décadas, pese a las iniciativas de algunas gestiones municipales, el servicio de taxi en Lima ha pasado por un proceso progresivo de desregulación, dándole un carácter laxo y flexible. Como consecuencia, en la opinión pública se han construido prejuicios asociados al taxi de calle, siendo calificado como “desordenado e informal”. En este contexto, el ingreso de las aplicaciones de servicio de taxi a la ciudad de Lima ha supuesto un proceso disruptivo que merece ser analizado. En otros países de América Latina se han podido observar escenarios de conflicto entre taxistas tradicionales y las aplicaciones, manifestándose un antagonismo explícito a través de protestas, marchas e incluso expresiones de violencia. Sin embargo, pese a que la Lima posee alrededor de 200 mil taxistas, este escenario de conflicto parece no haberse repetido y, por el contrario, miles de taxistas “tradicionales” se encuentran hoy en día trabajando también en las aplicaciones. Frente a este caso anómalo con respecto a países vecinos de América Latina, la presente investigación tiene como objetivo indagar en esta aparente ausencia de conflicto entre “taxistas tradicionales” y taxistas de aplicación, profundizando en la naturaleza de las relaciones que se construyen en su lugar. En ese sentido, se encontró que “más allá de la aquiescencia y la rebeldía”, se ha dado un fenómeno al cual denominamos “integración conflictiva”, un proceso mediante el cual taxistas tradicionales y taxistas de aplicación se han integrado a partir del uso compartido de un mismo recurso: las aplicaciones; generando un escenario en donde estos coexisten. Así, al contrario de las resistencias expresadas en un antagonismo entre taxistas tradicionales y taxistas de aplicación, se ha propiciado el desarrollo preliminar de algunas expresiones de resistencia cotidiana en conjunto, las cuales les permiten subsistir frente a un escenario es percibido como adverso para el taxista limeño. No obstante, este proceso de integración no ha sido armonioso y, al entrar en interacción sujetos de trayectorias y experiencias tan diversas, se generan fronteras simbólicas, barreras invisibles que se expresan en estereotipos, prejuicios y burlas que limitan aún más la conformación de objetivos y agendas en común.

In this thesis, a number of mathematical models of haptotactic cell migration are developed. The modelling of haptotaxis is presented in two distinct parts - the first comprises an investigation of haptotaxis in pre-necrotic avascular tumours, while the second consists of the modelling of adhesion-mediated haptotactic cell migration within tissue, with particular attention paid to the biological appropriateness of the description of cell-extracellular matrix adhesion. A model is developed that describes the effects of passive and haptotactic migration on the cellular dynamics and growth of pre-necrotic avascular tumours. The model includes a description of the extracellular matrix and its effect on cell migration. Questions are posed as to which cell types act as a source of the extracellular matrix, and the model is used to simulate the possible effects of different matrix sources. Simulations in one-dimensional and spherically symmetric geometry are presented, displaying familiar results such as three-phase tumour growth and tumours comprising a rim of proliferating cells surrounding a non-proliferating region. Novel effects are also described such as cell population splitting and tumour shrinkage due to haptotaxis and appropriate extracellular matrix construction. The avascular tumour model is then extended to describe the internalisation of labelled cells and inert microspheres within multicell tumour spheroids. A novel model of adhesion-receptor mediated haptotactic cell migration is presented and specific applications of the model to tumour invasion processes are discussed. This model includes a more biologically realistic description of cell adhesion than has been considered in previous models of cell population haptotaxis. Through assumptions of fast kinetics, the model is simplified with the identification of relationships between the simplified model and previous models of haptotaxis. Further simpli.cations to the model are made and travelling wave solutions of the original model are then investigated. It is noted that the generic numerical solution routine NAG D03PCF is not always appropriate for the solution of the model, and can produce oscillatory and inaccurate solutions. For this reason, a control volume numerical solver with .ux limiting is developed to provide a better method of solving the cell migration models.