O mercado de transporte individual de passageiros (TIP), como o conhecemos hoje, feito por taxistas, existe há mais de cem anos ao redor do mundo. Desde a invenção do taxímetro no início do século passado, quando o nome "taxi" apareceu pela primeira vez, esta indústria sofreu modificações como regulamentações, redução no número de frotas e criação de associações de rádio táxi. Aqueles que tentaram competir diretamente com motoristas de táxi foram eliminados do mercado. Com a recente proliferação de smartphones e aplicativos de celular, novas empresas estão entrando neste setor, trazendo grandes mudanças para esse mercado. O presente estudo tem como objetivo compreender como ocorreu essa transformação de mercado no período de abril de 2012 a abril de 2017, através de um estudo multimétodo, envolvendo dados qualitativos e quantitativos. As seguintes técnicas de coleta de dados foram utilizadas entre 2016 e 2017 em duas cidades brasileiras – São Paulo e Porto Alegre: (1) Observação participante em uma audiência pública, (2) entrevistas em profundidade e (3) coleta de artigos de jornal. Além disso, teve-se acesso (4) a gravações e transcrições das audiências públicas realizadas em São Paulo; e (5) uma palestra do gerente geral da empresa Uber no Brasil. Este estudo contribui para as teorias sobre a evolução do mercado através da detecção de três fases distintas de transformação do mercado: Preparação de Mercado, Abertura de Mercado e Expansão de Mercado. A primeira fase ainda não foi abordada pela literatura e pode ser caracterizada como uma fase de melhorias no mercado, onde empresas facilitadoras começam a atuar usando novas tecnologias e são apresentadas pela mídia aos usuários. A segunda fase é marcada pela entrada de uma empresa concorrente inovadora no setor e por discussões sobre clandestinidade e regulamentação. Nesta fase, surgem conflitos entre os tradicionais prestadores do serviço no setor e os novos entrantes. Esses conflitos podem envolver violência física. Já na terceira fase, o tema regulamentação, em menor grau, permanece em evidência e surgem novos concorrentes diretos, expandindo o mercado. Além dessas três fases, este estudo explica a trajetória de mudança radical do mercado, os gatilhos que permitem a evolução de uma fase para outra e os papéis dos vários stakeholders envolvidos nesta transformação. Foram encontrados seis tipos de gatilhos que, combinados, contribuíram para a evolução desse mercado: fatores tecnológicos, sociais, políticos, econômicos, demanda do mercado não atendida e força da marca. / For more than a hundred years, taxi drivers have comprised the market for individual passenger transport (IPT) around the world. Since the invention of the taximeter at the beginning of the last century, when the name “taxi” first appeared, this industry underwent modifications such as regulations, fleet reduction, and creation of radio taxis associations. Those who tried to compete direct with taxi drivers were eliminated from the market. With the recent proliferation of smartphones and mobile applications, new companies are entering this sector, bringing great changes to this market. This study attempts to understand this market transformation. A multi-method research, involving qualitative and quantitative data, was undertaken to understand how the transformation of the individual passenger transport market occurred in the period from April 2012 to April 2017. The following data collection techniques were used between 2016 and 2017 in two Brazilian cities – São Paulo and Porto Alegre: (1) Participant observation at a public hearing, (2) in-depth interviews, and (3) collection of newspaper articles. In addition, the researcher had access (4) to recordings and transcripts of public hearings held in São Paulo; and (5) a lecture by the general manager of Uber in Brazil. This study contributes to theories on market evolution by detecting three distinct phases of market transformation: Market Preparedness, Conflicting Market Openness, and Market Expansion. The first phase was not address by the literature and can be characterized as a phase where facilitating companies begin to act using new technologies and are presented by the media to users. The second phase is characterized by the entry of an innovative competitor in the sector and by discussions about clandestine and regulation. At this stage, there are conflicts between traditional service providers in the sector and new entrants. These conflicts may involve physical violence. Already in the third phase, the regulatory issue, to a lesser degree, remains in evidence and new direct competitors appear, expanding the market. Besides these three phases, this study explains the path of radical market change, the triggers that allow the evolution from one phase to another and the roles of the various stakeholders involved in this transformation. Six types of triggers were found that combined contributed to the evolution of this market: technological, social, political, economic factors, unmet market demand and brand strength.

The subject of this master‘s thesis is the design of a passenger quadcopter, which is intended for transporting two passengers and luggage. Diploma thesis includes an analysis of the existing products and deals with further direction in the solved topic. The goal of this thesis is to create a conceptual design that respects the technical, ergonomic and aesthetic requirements. The proposal itself offers possible direction of autonomous passenger quadcopters in the future.

This thesis investigates the possible future pathways for the road transportation sector of Cyprus, in a time horizon from the year 2013 to 2040. The road transportation sector of Cyprus is the most energy consuming sector in the country, completely dependent on the use of diesel and gasoline. In order to comply with the renewable energy target for the transportation sector set by the European Union, Cyprus needs to transform its road transportation sector. The software MESSAGE (Model for Energy Supply Strategy Alternatives and their General Environmental Impact) is used to model the road transport sector, consisting of passenger and freight transportation. The results of the modelling provides insights into the most cost-effective pathways for Cyprus in the future. In addition to the reference scenario, four different scenarios are examined. These scenarios are focusing on different relevant aspects for Cyprus which are renewable energy, natural gas, public transport and hydrogen. The results of the study indicate that the total numbers of petroleum fueled vehicles will increase in the future, and the freight transport will be particularly difficult to transform. For the passenger transport, there will be a fuel switch from gasoline to diesel, since diesel is less expensive than gasoline. There are possibilities for increasing the numbers of alternative low-carbon emitting vehicle technologies in Cyprus. For the passenger transport, the most cost-effective low-carbon vehicle technologies are hybrid diesel electric cars, plug-in hybrid diesel electric cars and hybrid electric diesel buses. For the freight transport, the most cost-effective low-carbon vehicle technologies are natural gas heavy trycks and electric light trucks. Lastly, the results of the study indicate that it will not be possible for Cyprus to reach the renewable energy target for the transportation sector. The country has to investigate in taxation schemes for increasing the numbers of alternative vehicles as well as increasing the blends of biofuels into gasoline and diesel.

CoordenaÃÃo de AperfeiÃoamento de Pessoal de NÃvel Superior / Economists since 1965 search a way to measure the value of time. This paper addresses empirical results from a theoretical background proposed in the particular case of transport. The Tuong and Hensher (1985) paper unified the theory and empirical measurement however, over the years various methods for estimation of discrete choice models were not used to measure the values of travel time. This thesis measures the value of travel time of the intercity transport users in Cearà using four models: unstructured type McFadden and the other three, as proposed in Tuong and Hensher (1985a) (Becker, and DeSerpa and Tuong Hensher via Taylor expansion). Additional to the traditional logit model, it estimates the same models using the methodology developed by Morikawa (1989) and simulated maximum likelihood estimation and Bayesian to logit models like in Train (2003). The result indicates that it should use the estimation methods and different functional forms sparingly, because depending on the parameters obtained can be found values for travel time considerably different. On the other hand, the functional forms can be good for prediction. A choice of estimation methods such as enrichment suggests less distortion from standard model. A choice of functional form indicates the use the model of Becker or DeSerpa because of their small oscillation regardless of the estimation methods used. Already a combined choice of estimation method and functional form suggests Becker or DeSerpa with Simulated Maximum Likelihood estimation to obtain values of travel time and to forecasts. / Economistas desde 1965 debruÃam-se sobre uma forma de como mensurar o valor do tempo. O trabalho de Tuong e Hensher (1985) uniu teoria ao empirismo, entretanto, com o passar dos anos os mÃtodos diversos de estimaÃÃo por modelos de escolha discreta nÃo foram utilizados para a mediÃÃo do valor de tempo de viagem. Esta tese mensura o valor de tempo de viagem dos usuÃrios de transporte intermunicipal no Cearà utilizando de quatro modelos: nÃo estruturado tipo McFadden e os outros trÃs, conforme proposto em Tuong e Hensher (1985a), para Becker, DeSerpa e a proposta de Tuong e Hensher via expansÃo de Taylor. Adicional ao modelo logit tradicional, faz-se estimaÃÃes das mesmas formas funcionais utilizando da metodologia desenvolvida por Morikawa (1989) e depois a de estimaÃÃes de mÃxima verossimilhanÃa simulada e bayesiana para modelo logit com fatores aleatÃrios apresentada em Train (2003). O resultado indica que se devem utilizar os mÃtodos de estimaÃÃo e formas funcionais distintas com parcimÃnia, pois dependendo dos parÃmetros obtidos, podem ser encontrados valores para tempo de viagem consideravelmente diferente. Por outro lado, as formas funcionais podem ser boas para previsÃo tal como discutido acima. Uma escolha entre mÃtodos de estimaÃÃo sugere o enriquecimento como o que menos distorce as estimativas do logit padrÃo. Uma escolha de forma funcional indica o uso do modelo de Becker ou do DeSerpa por conta da sua pequena oscilaÃÃo independentemente dos mÃtodos de estimaÃÃo utilizados. Jà uma escolha combinada entre mÃtodo de estimaÃÃo e forma funcional sugere o modelo de Becker e DeSerpa com MÃxima VerossimilhanÃa Simulada, tanto para obter valores de tempo de viagem como para prever eventos.

Актуальность данной работы заключается в поиске конкурентоспособ-ной стратегии развития отечественных авиакомпаний путем трансформации бизнес-модели для увеличения прибыли и снижения затрат. В результате, находясь в жесткой конкуренции, многие авиакомпании отходят от канонов классической и бюджетной бизнес-моделей. Объектом исследования является авиакомпания ПАО «Аэрофлот». Предметом исследования являются направления трансформация эле-ментов бизнес-модели авиаперевозчика для формирования конкурентоспо-способной стратегии развития. В связи с этим цель выпускной квалификационной работы – оценить, позволяет ли предпринимаемая трансформация бизнес-модели крупнейшей российской авиакомпании ПАО «Аэрофлот» создать конкурентоспособную стратегию развития в условиях глобальной конкуренции. Были получены следующие выводы: Представлена бизнес-модель как современный инструмент проектирования конкурентоспособной стратегии развития; Выявлены типы существующих бизнес-моделей, используемых авиакомпаниями, и определены ключевые аспекты каждой бизнес-модели; Типологизированы действующующая бизнес-модель авиакомпании ПАО «Аэрофлот»; Оценена эффективность бизнес-модели авиакомпании в средней и долгосрочной перспективе с точки зрения создания конкурентоспособной стратегии на разных промежутках планирования. / The relevance of this work lies in the search for a competitive strategy for the development of domestic airlines by transforming the business model to increase profits and reduce costs. As a result, being in fierce competition, many airlines are deviating from the canons of classic and low-cost business models. The object of the research is the airline PJSC "Aeroflot". The subject of the research is the direction of transformation of elements of the air carrier's business model to form a competitive development strategy. In this regard, the goal of the final qualification work is to assess whether the ongoing transformation of the business model of the largest Russian airline, PJSC Aeroflot, makes it possible to create a competitive development strategy in the context of global competition. The following conclusions were obtained: - The business model is presented as a modern tool for designing a competitive development strategy; - Identified types of existing business models used by airlines and identified key aspects of each business model; - The current business model of the airline PJSC Aeroflot was typologized; Evaluated the effectiveness of the airline's business model in the medium and long term in terms of creating a competitive strategy at different planning intervals.

Changes in climate caused by changes in anthropogenic (i.e. "man-made") greenhouse gas (GHG) emissions have become a major public policy issue in countries all over the world. With an estimated 28.4% of these emissions attributed to the transportation sector, attention is being focused on strategies aimed at reducing transportation GHG emissions. Quantifying the change in GHG emissions due to such strategies is one of the most challenging aspects of integrating GHG emissions and climate change into transportation planning and policy analysis; the inventory techniques and methods for estimating the impact of different strategies and policies are still relatively unsophisticated. This research developed a method for estimating intercity passenger transportation energy and carbon footprints and applied this method to three US DOT-designated high speed rail (HSR) corridors in the U.S.-- San Francisco/Los Angeles/San Diego; Seattle/Portland/Eugene, and Philadelphia/Harrisburg/Pittsburg. The methodology consists of estimating the number of trips by mode, estimating the direct CO₂ emissions, and estimating indirect CO₂ emissions. For each study corridor the impacts of different strategies and policies on carbon dioxide emissions were estimated as an illustration of the policy application of the developed methodology. The largest gain in CO₂ savings can be achieved by strategies aiming at automobile emissions, due to its sizeable share as main mode and access/egress mode to and from airports and bus and train stations: an average fuel economy of 35.5 mpg would result in a 38-42% savings of total CO₂ emissions; replacing 25% of gasoline use with cellulosic ethanol can have a positive impact on CO₂ emissions of about 13.4-14.5%; and a 10% market share for electric vehicles would result in potential CO₂ savings of 3.4-7.8%. The impact of a 20% or 35% improvement in aircraft efficiency on CO₂ savings is much lower (0.88-3.65%) than the potential impacts of the policies targeting automobile emissions. Three HSR options were analyzed using Volpe's long-distance demand model: HSR125, HSR150, and HSR200. Only the HSR150 and HSR200 would result in CO₂ savings, and then just for two of the three corridors: the Pacific Northwest (1.5%) and California (0.8-0.9%). With increased frequency and load factors, a HSR150 system could result in CO₂ savings of 5.2% and 1.8% for the Pacific Northwest and California, respectively. This would require a mode shift from auto of 5-6%. This shift in auto mode share would mainly have to be a result of pricing strategies. From these results, HSR may not be such an obvious choice, however, with increased ridership and diversions from other modes, CO₂ savings increase significantly due to the lower emissions per passenger mile for HSR. The framework developed in this study has the ability to determine the GHG emissions for such HSR options and increased diversions.

Данная тема актуальна тем, что общественный транспорт плохо развит в малых и средних городах России и нуждается в доработке. Сейчас транспортные предприятия небольших городов не имеют четкой структурированной систем для обслуживания пассажирских перевозок и на их фоне транспортная сфера, как один из важнейших субъектов экономики страны развита слабо. Практическая значимость: - Описана работа системы RetailBud и её польза для всех транспортных предприятий страны и мира. - На примере маршрута №14 города Каменск-Уральский показан расчет прибыли транспортного предприятия. / This topic is relevant because public transport is poorly developed in small and medium-sized cities of Russia and needs to be improved. Now the transport enterprises of small towns do not have a clear structured system for servicing passenger traffic and, against their background, the transport sector, as one of the most important subjects of the country's economy, is poorly developed. Practical significance: - Described the work of the RetailBud system and its benefits for all transport companies in the country and the world. - On the example of route No. 14 of the city of Kamensk-Uralsky, the calculation of the profit of a transport company is shown.