Sweden lacks a powerful advocate who can represent the passengers in the public transport sector. In conjunction with the liberalization of the public transport market, the bus and rail services that have been opened up for competition and the allocation of responsibility within public transport has been divided into a several amount of actors. The liberalization has been positive for the passengers by a wider supply of transport services and also resulted in new service incentives. Within the commercial rail traffic market there is now a variety of tickets in different price ranges. The railway has also been vertical separated into operating traffic and infrastructure management, which have resulted in uncertain accountability at disruptions, for passengers such as the traffic operators. Since the Swedish Transport Administration Trafikverket nowadays procures the maintenance of the railway, the authority has been criticized losing control over their facility. The new Public Transport Act was introduced in 2010 and provides the local and regional public transport to be procured by the regional public transport authorities. They decide which traffic in the region that should be offered as obligated service that will be subsidised. The state has been reticent in interfering with the regional authorities but has simultaneously in several governmental investigations identified shortcomings in public transport, for example in the systems for ticketing and information. On voluntary bases the industry has been collaborated since a long time for developing such common platforms but the progress has been slow. However the actors introduced a common digital portal for information and ticketing in January 2015. In Denmark and in the United Kingdom there are governmental funded passenger organizations today that comprise operations in quality measurements of public transport and offering support to vulnerable passengers. The organizations are trying to achieve improvements in supply, or demand economic compensation for the passengers in case of traffic disruption. With the Government's recent appropriation direction to Trafikverket, the authority now may support non-profit organizations activities that harmonize with the national transport policy objectives, which mean that financial support could be disbursed to the non-profit passenger organization Resenärsforum, which is the leading passenger organization in Sweden today. An establishment of a new authority, to ensure the passengers' interests would require a more comprehensive governmental investigation. Rather, the state needs to take responsibility by establishing a national traffic service program that could clarify the division of responsibilities among existing authorities. That could also comprise commission for actors, as well public as private, for example in operation passenger information at traffic disruptions.

Travel time has generally been regarded as an unproductive period, representing a means-to-an-end in order to engage in activities at specific destinations. Rapid developments in mobile technology have provided people with innovative ways to multi-task and engage in meaningful activities while travelling. Rail transportation specifically, offers passengers advantages over other means of transportation as there is no need to focus on driving tasks. Due to the increase in passenger numbers and limited seating availability in train carriages, over one third of rail passengers are required to stand while travelling (DfT, 2013). The vibration to which rail passengers are exposed has been shown to interfere with the performance of activities and for standing passengers, it is often necessary to use postural supports such as holding on to grab rails or leaning on walls in order to maintain stability. The overall aim of the research is to evaluate the influence of whole-body vibration (WBV) exposure and standing posture on the performance of manual control tasks and the associated subjective workloads experienced by rail passengers. The use of supports, such as a backrest in seated postures, has been found to influence the response of the human body to WBV exposure, yet no reported studies have investigated the effects of postural supports on the response of the body in standing postures. Understanding how the body is affected in these conditions would increase the current state of knowledge on the biomechanical responses of the human body to vibration exposure and provide improved representation of standing postures within vibration standards (for example, ISO2631-4 (2001)) and guidelines for device interface design. A field study, using direct observation, was conducted to assess the behaviour of standing rail passengers and determine the characteristics of typical vibration exposures. This information provided the basis for the design of four subsequent laboratory studies. The main investigations of the laboratory studies were the influence of WBV exposure on objective performance measures, such as task completion time and error rate, and subjective workloads (for example, NASA TLX) for a range of manual control tasks. One of these laboratory studies evaluated the influence of various postural supports (for example, backrests) on the biomechanical responses of standing individuals. Measurements obtained during the field investigation indicated that the vibration exposures did not exceed the EU Physical Agents Exposure Action Value (EAV) and therefore posed little risk of injury. Vibration magnitudes in the horizontal directions (x- and y-axes) were higher than in the vertical direction (z-axis) and it was necessary for standing passengers to alter behaviours and use supports in order to maintain stability while travelling. The results of the laboratory studies indicated that in conditions where decrements in task performance occurred, the extent to which performance was degraded increased progressively with increases in vibration magnitude. There were conditions (for example, in the continuous control task and the Overhead Handle supported posture in the serial control task) where vibration exposure showed no significant influence on performance measures. This suggested that individuals were able to adapt and compensate for the added stress of vibration exposure in order to maintain performance levels however, this occurred at the expense of mental workload. The workload experienced by the participants increased with corresponding increases in magnitude. Vibration frequency-dependent effects in performance and workload were found to match the biomechanical responses (apparent mass and transmissibility) of the human body and resemble the frequency weightings described in the standards (ISO2631-1 (1997)). During the serial control task, the postures which demonstrated the greatest decrements to performance (for example, Lean Shoulder and Lean Back ) corresponded to the same postures that showed the greatest influence on the biomechanical responses of the body. It was concluded therefore, that measurements of the biomechanical responses to WBV could be used to offer predictions for the likelihood of activity interference. Consideration should however, be given to the applicability of this research before these results can be generalised to wider contexts. Further validation is recommended for future work to include different conditions in order to substantiate the findings of this research.

The tourism industry includes many industries and can be affected by many things. The tourism flows’ are highly linked with the accessibility of the destinations and improvements in the transportation have historically had impacts upon the intensity in the tourism flows. But the exact role is still in a way blurry. This thesis studies how improvements in transportation effects the tourism flows to a city, and the case of Umeå was chosen. Factors like comfort in traveling, fare tickets and improved availability tend to increase the number of passengers. These factors are studied when a new ferry was introduced in 2013 for the traffic linkage between Umeå in Sweden and Vaasa in Finland. Statistics over the number of passengers and Finnish guest nights in Umeå was compared over the years 2011-2013 and an interview with the local Tourist Agency in Umeå was held. In addition, there was a survey that included passengers’ views on the ferry and the improvements that have been done. Local newspaper were also studied to get the societies’ views upon introducing Wasaline. The result that was given in this thesis indicates that improvements in transportation are highly linked to an increase in the tourism flows. In 2013 both passenger numbers and guest nights had a rapid increase.

Child road trauma poses a preventable public health burden to the community. This PhD research aimed to: 1) quantify the magnitude of child passenger injuries in New South Wales (NSW), Australia; 2) evaluate the effectiveness of different restraint use to prevent fatalities among child passengers; and 3) estimate the benefit in the general child population from different intervention targets relating to restraint use. It comprised two studies to validate methodology and four independent epidemiological studies. The first study to validate methodology assessed the data item availability and categorization across different road traffic injury surveillance data collections in NSW in relation to World Health Organization recommended data item lists and necessary data item lists for road traffic injury research. Exclusion of, or insufficient categorization of, crucial data items such as restraint use and injurious outcome existed for each data collection. The other study to validate methodology assessed the performance (in terms of incidence estimates, sensitivity, and specificity) of several methods for removing multiple counting when conducting analyses on hospital separation data for child passenger injuries under either primary-diagnosis or all-diagnoses based injury definition, using linkage methods as a comparison. The "readmission"-based criterion consistently best approximated the linkage-method-derived incidence rate. Two epidemiological studies used NSW hospital separation datasets and quantified the magnitude of child road trauma in NSW in terms of hospitalisation rates. One study examined the trend in hospitalised injury incidence rates during the period of July 1998 to June 2005 using a non-parametric estimation method, and reported a non-significant decline of hospitalised injuries to child passengers over time. The second study used Poisson regression to demonstrate that rural NSW children were two times more likely to suffer hospitalised injuries compared with their urban counterparts. The third epidemiological study used the Fatality Analysis Reporting Systems (FARS) from the United States (US) and estimated the association between different restraint uses and child passenger fatality using a matched cohort method. Improperly using restraints significantly elevated the risk of death for child passengers involved in a crash compared to any other restraint use. The advantage of child restraints over seat belts in terms of fatality reduction was not statistically significant, although previous studies have shown an advantage for serious injury reduction. The last study was performed to quantify the relative public health benefit in terms of reduction in child passenger deaths and injuries for different interventions relating to restraint use in the general population using a case-based population attributable risk fraction method. Results support the ongoing child restraint legislation change in Australia to require compulsory child restraint uses for children up to their 7th birthday, and an increasing proper use of age-appropriate restraints would provide the greatest reduction in fatalities and injuries among child passengers assuming equal population uptake for all interventions. In conclusion, this thesis demonstrates that child road trauma remains a public health burden to the Australian community; and highlights the importance of properly using age-appropriate restraints in preventing injuries to child passengers.

p. 1 - 167 / Submitted by Santiago Fabio (fabio.ssantiago@hotmail.com) on 2013-02-18T17:58:56Z No. of bitstreams: 1 111.pdf: 4463493 bytes, checksum: eaa770637e9ae5017d13ff677c404436 (MD5) / Approved for entry into archive by Fatima Cleômenis Botelho Maria (botelho@ufba.br) on 2013-02-19T16:38:06Z (GMT) No. of bitstreams: 1 111.pdf: 4463493 bytes, checksum: eaa770637e9ae5017d13ff677c404436 (MD5) / Made available in DSpace on 2013-02-19T16:38:06Z (GMT). No. of bitstreams: 1 111.pdf: 4463493 bytes, checksum: eaa770637e9ae5017d13ff677c404436 (MD5) Previous issue date: 2007 / O presente trabalho tem como objetivo central analisar os fatores determinantes do transporte rodoviário intermunicipal de passageiros no Estado da Bahia, direcionado às ameaças para a sustentabilidade deste modal. A revisão da literatura está fundamentada na teoria de regulação e no estudo da competitividade da indústria brasileira (ECIB) que fazem a ligação entre um sistema regulado, que é operacionalizado em regime de permissão/concessão, e um ambiente que tem demonstrado crescentes reações adversas por perda de competitividade. Para sustentação desta análise foram definidas como premissas deste setor: utilização de fontes documentais secundárias e primárias; pesquisa de campo para interpretação de perfis, hábitos e necessidades dos usuários; avaliações dos gestores das empresas; indicadores de desempenho relacionados a demanda de passageiros; e atuação efetiva da agência reguladora como órgão fomentador e gestor da qualidade dos serviços aos clientes. Preliminarmente, é apresentado o ambiente dos transportes, remontando acontecimentos históricos desde o descobrimento do Brasil para melhor compreender os dias atuais e direcioná-los de forma mais analítica para o futuro. Descritos também os mecanismos do sistema público para operacionalizar o transporte rodoviário de passageiros, dentro de um escala hierárquica subordinada ao Ministério dos Transportes até a Agência Estadual de Regulação dos Serviços Públicos de Energia, Transportes e Comunicação da Bahia (AGERBA). No campo da competitividade, os cenários foram divididos em três dimensões, conforme ECIB: interna, estrutural e sistêmico, que inicialmente apontaram para quinze fatores relacionados a este modal. Após analisados estes fatores, foram extraídos sete determinantes de elevado grau de significância para a sustentabilidade deste transporte, a partir dos quais foram descritas propostas e recomendações objetivas para atuar nas ameaças da eficiência na qualidade da prestação do serviço aos usuários. / Salvador

Nos últimos anos do século XX, o Sistema Ferroviário Paulista estampou, constantemente, manchetes da mídia impressa e televisiva. O mote das reportagens era quase sempre o mesmo: estações abandonadas e depredadas, má utilização do material permanente, carros de passageiros, locomotivas e vagões apodrecendo nos pátios, desconsideração ao usuário com a erradicação dos trens de longo percurso. O que as reportagens quase nunca apresentavam, no entanto, é a gênese desse quadro de degradação, que teve suas bases fincadas, entre outros fatores, na escolha política pelo transporte rodoviário e na privatização da malha ferroviária. Objetivando trazer à tona tal realidade, a presente dissertação procurou analisar a espacialidade e a história da evolução do Sistema Ferroviário no Estado de São Paulo, enfocando, especialmente, o transporte de passageiros, seja em longopercurso, seja na Região Metropolitana da capital. Para tanto, analisou-se, inicialmente, a implantação e o desenvolvimento do Sistema Ferroviário em São Paulo, relacionando-o à produção cafeeira e ao processo de urbanizaçãoindustrialização da capital paulista. Num segundo momento, discutiu-se as políticas de implementação do Sistema Rodoviário e suas conseqüências para o transporte ferroviário no Estado, discorrendo-se também sobre as alterações administrativas das ferrovias. Por fim, pôde-se criticar a privatização da Rede Ferroviária Federal e as recentes transformações no transporte metro-ferroviário da capital. Acredita-se, desta forma, que o trabalho apresenta reflexões - apoiadas numa revisão da literatura a respeito do tema, e em dados e apontamentos de reportagens de revistas especializadas e da grande mídia - que possam servir para a construção de conjecturas acerca do futuro do transporte sobre trilhos no Estado de São Paulo. / In the last years of the century XX, the São Paulo Railway System printed, constantly, headlines of the media printed and television. The theme of the reports was almost always the same: abandoned stations and depredated, bad use of the permanent material, passengers\' cars, locomotives and wagons deteriorating at the patios, disregard to the user with the eradication of the trains of long course. The one that the reports hardly ever presented, however, it is the genesis of that degradation picture, that had their fixed bases, among other factors, in the political choice for the road transport and in the privatization of the rail mesh. Aiming at to bring to the surface such reality, to present dissertation tried to analyze the geography and the history of the evolution of the Railway System in the state of São Paulo, especially focusing the passengers\' transport, be in long-course, be in the Metropolitan Area of the capital. For so much, it was analyzed, initially, the implantation and the development of the Railway System in São Paulo, relating it to the coffee production and the process of urbanization-industrialization of the capital from São Paulo. In a second moment, it was discussed the politics of implementation of the Road System and their consequences for the rail transport in the state, being also talked about the administrative alterations of the railroads. Finally, it could be criticized the privatization of the Federal Railway Net and the recent transformations in the subway-rail transport of the capital. It is believed, this way, that the work presents reflections - leaning in a revision of the literature regarding the theme, and in data and notes of reports of specialized magazines and of the great media - that can be for the construction of you conjecture concerning the future of the transport on rails in the state of São Paulo.

No description available.

The overall aim was to elucidate the effects of vehicle passengers on young drivers. This generated two specific aims and four papers. The first aim was to investigate the crash risk for young drivers with passengers and to establish whether such accidents involve any special circumstances compared to those that occur without passengers. This goal was achieved by analysing accident and exposure data from two registers. The second objective was to analyse the group processes that develop between four young men in a vehicle and to ascertain how those interactions affect driving behaviour. Those issues were addressed by performing an observational study of twelve young men driving an instrumented vehicle in real traffic with and without passengers. The interactions between the vehicle occupants were video and audio recorded, and the driving behaviour was registered in various ways. The results show that drivers with passengers have a lower crash risk compared to those driving alone regardless of the driver’s age, although this effect is weaker for young drivers (especially males) than for other age groups. Compared to driving alone, driving with passengers for young drivers is more extensively associated with single-vehicle crashes that occur at night, on weekends, and in rural areas on roads with higher speed limits, and it leads to more severe outcomes. It has also been found that the passengers sometimes try to induce the young drivers to act in either safer or more dangerous ways, although the drivers very often resist urging and coaxing from their passengers. Cohesion is another factor that affect the driver-passenger group: a high level of cohesion, especially task cohesion, is associated with a low number of unsafe driving actions. Consequently, it seems that the presence of passengers is not enough to ensure safe driving—substantial group cohesion is also necessary for such behaviour. / Det övergripande syftet med denna avhandling var att studera passagerares effekt på unga förare, vilket genererade två delsyften och fyra delarbeten. Det första delsyftet var att undersöka olycksrisken för unga förare med passagerare och att ta reda på om dessa olyckor skedde under några speciella omständigheter. För att få svar på syftet gjordes en registerstudie där olycks- och exponeringsdata från två olika register analyserades. Det andra delsyftet var att analysera de grupprocesser som utvecklas mellan fyra unga män i en bil och att studera hur dessa interaktioner påverkar körbeteendet. Detta undersöktes med en observationsstudie där tolv unga män fick köra en instrumenterad bil i verklig trafik, både med och utan passagerare. Interaktionerna som uppstod i bilen spelades in med hjälp av videokameror och mikrofoner och körbeteendet registrerades med olika mätinstrument. Resultatet visar att förare med passagerare har en lägre olycksrisk jämfört med förare utan passagerare oavsett förarens ålder. Denna effekt är inte lika stark för unga förare (speciellt inte unga män) som den är för övriga åldersgrupper. Unga förares olyckor med passagerare är också mer vanligt förekommande under speciella omständigheter. Jämfört med olyckor utan passagerare sker de i större utsträckning under nattetid, under veckoslut, i tätbebyggt område, på vägar med hög hastighetsbegränsning, de är oftare singelolyckor och de får mer allvarliga konsekvenser. Vidare visar resultaten att passagerare ibland, på olika sätt, försöker få den unga föraren att köra på ett annat sätt än vad de gör vilket kan betyda ett säkrare eller ett mer trafikfarligt beteende. Det verkar dock som att förarna oftast står emot dessa övertalningsförsök och förolämpningar. En annan faktor som påverkar gruppen är kohesion: en hög grad av kohesion, speciellt uppgiftskohesion, visar sig leda till färre trafikfarliga körbeteenden. Med andra ord verkar det som att blotta närvaron av passagerare inte räcker för att få ett säkert körbeteende; det behövs även en betydande grad av kohesion.

<p>Sistem PSO u su&scaron;tini predstavlja model za finansiranje<br />neprofitabilnih usluga prevoza za koje postoji op&scaron;ti javni interes<br />države, regiona ili lokalne zajednice (grada i op&scaron;tine). Operateru se<br />obezbjeđuje nadoknada za javni prevoz tako da ne smije da prelazi<br />iznos koji odgovara neto finansijskom učinku jednakom zbiru<br />efekata i tro&scaron;kova. Univerzalni i op&scaron;teprihvaćeni model za<br />definisanje PSO na željeznici ne postoji pa su u radu definisani i<br />vrednovani socijalni i kvalitativni kriterijumi za održavanje i<br />unapređenje standarda kvaliteta obavljanja PSO, a razvijeni su<br />modeli za utvrđivanje PSO u integrisanim sistemima javnog prevoza<br />putnika, za utvrđivanje tro&scaron;kova operatera i fuzzy model za<br />utvrđianje bilansa poslovanja operatera za prevoz putnika. Sami<br />modeli su testirani da delu saobraćajne mreže u RS.</p> / <p>The PSO system essentially represents a model for financing of<br />nonprofit transport services of a general public interest of state,<br />region or local community (town of municipality). An operator is<br />provided with compensation for public transport service in the way<br />that it not exceeds amount equal to net financial performance as a<br />sum of effects and costs. Since universal and generally accepted<br />model for defining of PSO in regard with railway system does not<br />exists, in practice are defined and are being evaluated social and<br />qualitative criteria for maintaining and improving of quality<br />standards of PSO. There are also developed models for<br />determination of PSO at integrated systems of public passenger<br />transport, for operator costs determination and fuzzy model for<br />determination of operator&rsquo;s business balance in passenger<br />transport. Models are tested at a part of railway network in RS.</p>

This thesis deals with those issues in regulation of international air carriage, which are in the centre of interest of passengers. Author focuses on two key legal instruments establishing different regimes of air carrier's liability. The first one is the Convention for the Unification of Certain Rules for International Carriage by Air, also known as the Montreal Convention. The second is European regulation no. 261/2004, also known as the Air Passengers' Rights Regulation. The key question is whether these liability regimes are completely separate or they overlap. After introductory chapter, Chapter 2 follows, dealing with historical development of legal regulation in the field of air carriage liability. Evolution of the so called Warsaw system is described and the Montreal Convention and some of the most important European regulations are presented. Next chapter focuses on theoretical aspects of air carrier's liability in the light of Czech civil law jurisprudence. These findings are applied both to the Montreal Convention and to the regulation no. 261/2004. Provisions of the Montreal Convention are examined in Chapter 4. Scope of application as well as the most problematic terms such as "accident" or "bodily injury" are discussed. Some well known courts' findings are presented to demonstrate how...