A experiência profissional em uma empresa de tecnologia centrada na mobilidade urbana permitiu a identificação de três ganhos principais da aplicação de sistemas de informação na operação de ônibus urbanos: econômicos, sociais e ambientais. Porém, no desenvolvimento de novos modelos de negócios foram identificadas dificuldades em posicionar o ganho ambiental como uma proposta de valor para os principais clientes da empresa: empresas operadoras de ônibus urbanos. Baseado nessa problemática, desenvolveu-se esta pesquisa, norteada pela busca por uma proposta de valor que possa ser apresentada por empresas de tecnologia focadas na mobilidade urbana para tornar tangível ganhos ambientais aos seus clientes. Para tanto, foi levantado o histórico de atuação que delineia o modelo de negócio das empresas de ônibus, seu contexto de atuação frente ao movimento de cidades inteligentes, com aumento de atenção às questões ambientais e a aderência da tecnologia a seus processos operacionais. Esse panorama sustentou a identificação de proposta de valor inicial de um sistema de informação para apoio a processos de gestão ambiental em empresas de ônibus. Esse produto foi então exposto aos profissionais de tecnologia e de transporte, para verificação de sua proposta de valor e construção. Os retornos desses profissionais permitiram definir uma proposta de valor alinhada ao interesse de empresários de ônibus em computar indicadores de sustentabilidade de suas operações, especialmente no que tange a gestão ambiental. O produto que entrega essa proposta de valor teve então sua viabilidade de implantação verificada, mediante a valoração junto aos clientes, precificação e custos de desenvolvimento e manutenção / The professional experience in a technology company focused on urban mobility allowed the identification of three main advantages to information systems application in the urban buses operation: economic, social and environmental. However, in the development of new business models, difficulties were identified in positioning the environmental gain as a value proposition for the company\'s main customers: urban bus operators. Based on this problem, this research was developed, guided by the search for a value proposition that can be presented by technology companies focused on urban mobility to achieve environmental gains to their clients. In order to do so, the company\'s history of action was drawn up, outlining the business model of bus companies, their context of action in relation to the movement of smart cities, increasing attention to environmental issues and the adherence of technology to their operational processes. This set supported the identification of initial value proposition of an information system to support environmental management processes in bus companies. This product was then exposed to technology and transportation professionals to verify their value and construction proposal. The feedbacks of these professionals allowed us to define a value proposition according with the interest of bus operators in computing sustainability indicators of their operations, especially regarding environmental management. The product that pack this value proposition had its viability of implementation verified, through customers\' valuation, pricing and development and maintenance costs.

Esta dissertação propõe um modelo tecnológico de automação para realização de pesquisas no setor do transporte público, com o objetivo de contribuir para o aprimoramento da coleta de dados, avaliação e manutenção da qualidade dos serviços prestados à população. O trabalho justifica-se pela necessidade de superação de lacunas existentes para obtenção de informações, o que repercute na gestão do sistema de transporte público como um todo. Devido à relevância crescente do tema da mobilidade urbana e os impactos que provoca na qualidade de vida das pessoas, o objeto de estudo escolhido foram os deslocamentos dos passageiros por meio do uso de ônibus na cidade de São Paulo. O modelo proposto integra a tecnologia de identificação por radiofrequência (RFID - Radio Frequency IDentification), em cartões inteligentes, utilizados atualmente para pagar a tarifa, com tecnologias de rastreamento da frota, que, por meio de GPS (Global Position Systems), fornecem informações sobre os locais de circulação dos ônibus. Os resultados obtidos mostram que esta integração pode resolver os problemas da falta de precisão no levantamento de dados sobre os locais onde são iniciadas e finalizadas as viagens de passageiros, bem como tornar sistemáticos os levantamentos de tais dados, sem necessidade de pesquisas manuais, o que representa economia de recursos. Constitui uma proposta inovadora com grande utilidade para ampliar as condições que favorecem a mobilidade urbana e é convergente no desenvolvimento de cidades inteligentes. / This dissertation proposes a technological model for automation for conducting surveys in the public transport sector, in order to contribute to the improvement of data collection, evaluation and maintenance of quality of services rendered to the population. The work is justified by the need to overcome gaps for obtaining information, which affects the management of the public transport system as a whole. Due to the increasing relevance of the issue of urban mobility and its impact on quality of life, the chosen object of study were the passenger movements through the bus use in the city of São Paulo. The proposed model integrates the radio frequency identification technology - RFID, on smart cards currently used to pay the fare, with fleet tracking technologies, which, through GPS (Global Position Systems), provide information on the bus traffic locations. The results show that this integration can solve the problems of lack of precision in data about where passenger trips are initiated and completed as well as make systematic withdrawals of such data without the need for manual searches, saving features. It is an innovative proposal with great use to expand the conditions that improve urban mobility and is convergent to the development of smart cities.

A experiência profissional em uma empresa de tecnologia centrada na mobilidade urbana permitiu a identificação de três ganhos principais da aplicação de sistemas de informação na operação de ônibus urbanos: econômicos, sociais e ambientais. Porém, no desenvolvimento de novos modelos de negócios foram identificadas dificuldades em posicionar o ganho ambiental como uma proposta de valor para os principais clientes da empresa: empresas operadoras de ônibus urbanos. Baseado nessa problemática, desenvolveu-se esta pesquisa, norteada pela busca por uma proposta de valor que possa ser apresentada por empresas de tecnologia focadas na mobilidade urbana para tornar tangível ganhos ambientais aos seus clientes. Para tanto, foi levantado o histórico de atuação que delineia o modelo de negócio das empresas de ônibus, seu contexto de atuação frente ao movimento de cidades inteligentes, com aumento de atenção às questões ambientais e a aderência da tecnologia a seus processos operacionais. Esse panorama sustentou a identificação de proposta de valor inicial de um sistema de informação para apoio a processos de gestão ambiental em empresas de ônibus. Esse produto foi então exposto aos profissionais de tecnologia e de transporte, para verificação de sua proposta de valor e construção. Os retornos desses profissionais permitiram definir uma proposta de valor alinhada ao interesse de empresários de ônibus em computar indicadores de sustentabilidade de suas operações, especialmente no que tange a gestão ambiental. O produto que entrega essa proposta de valor teve então sua viabilidade de implantação verificada, mediante a valoração junto aos clientes, precificação e custos de desenvolvimento e manutenção / The professional experience in a technology company focused on urban mobility allowed the identification of three main advantages to information systems application in the urban buses operation: economic, social and environmental. However, in the development of new business models, difficulties were identified in positioning the environmental gain as a value proposition for the company\'s main customers: urban bus operators. Based on this problem, this research was developed, guided by the search for a value proposition that can be presented by technology companies focused on urban mobility to achieve environmental gains to their clients. In order to do so, the company\'s history of action was drawn up, outlining the business model of bus companies, their context of action in relation to the movement of smart cities, increasing attention to environmental issues and the adherence of technology to their operational processes. This set supported the identification of initial value proposition of an information system to support environmental management processes in bus companies. This product was then exposed to technology and transportation professionals to verify their value and construction proposal. The feedbacks of these professionals allowed us to define a value proposition according with the interest of bus operators in computing sustainability indicators of their operations, especially regarding environmental management. The product that pack this value proposition had its viability of implementation verified, through customers\' valuation, pricing and development and maintenance costs.

La Corse est la plus septentrionale des grandes îles de Méditerranée Occidentale, elle est la plus petite (3680 km2) et la moins peuplée.(330 000 habitants). Plus proche des côtes italiennes, elle fait néanmoins partie intégrante de la France où une forte diaspora est installée et génère des échanges serrés. Depuis l’Antiquité, la Corse a toujours eu des relations commerciales avec le continent, d’abord avec la péninsule italienne puis, depuis l’annexion de 1768, avec la France continentale. Deux révolutions technologiques favorisèrent un fort accroissement des échanges : l’arrivée des navires à vapeur en 1830 et celle de l’avion au vingtième siècle. Les évolutions se poursuivent toujours pour réduire la durée des vols et des traversées et augmenter la capacité de transport. La Collectivité Territoriale de Corse a la maîtrise des transports et conclut des délégations de service public avec les compagnies maritimes et aériennes ; tandis que l’État s’est retiré, l’Union Européenne intervient davantage pour imposer la libre concurrence. Les infrastructures ont dû s’adapter à l’évolution des flottes mais elles sont toujours déterminées par le relief cloisonné de l’île qui a l’originalité de disposer de sept ports et quatre aéroports afin de mieux desservir les territoires. Le trafic des marchandises est modeste et déséquilibré, les entrées étant très supérieures aux sorties ; celui des passagers a été décuplé en soixante ans, sa répartition est très inégale dans l’année et entre les ports et aéroports. ; la part de l’avion se rapproche de celle du bateau. Les touristes sont majoritaires chez les passagers mais sont beaucoup moins nombreux que ceux des îles concurrentes. Les tarifs ont été nettement réduits pour les résidents mais restent élevés pour les autres usagers, ce problème devra être résolu pour améliorer la continuité territoriale. / Corsica is the northernmost of the big western Mediterranean islands, as well as the smallest (3680 km2) and the less populated (330 000 inhabitants). Even if Corsica is nearer from Italian coasts than French ones, it takes part fully of French mainland where a significant diaspora lives and creates tight trades.Since Antiquity, Corsica had business relations with the mainland. It started with Italian peninsula, and went on with mainland France after its annexation in 1768.Two main technological revolutions promoted a huge increase in the trade relations: the emergence of steamboats in 1830 followed by the plane in the 20th century.Technological improvements are still continuing to reduce time of flights and sea crossings, increasing thus transport capacity.Territorial collectivity of Corsica is in charge of transports and delegates public services to the airlines and shipping companies. While French state progressively withdraws, European Union is more and more involved to impose free market.Even if infrastructures evolved with the fleet changings, they are still determined by the compartmentalized relief of the island which led to the construction of seven ports and four airports in order to serve better the different territories.Goods’ traffic is of modest size and unbalanced (entries rather higher than exits), whereas passengers’ one has increased tenfold in sixty years. For this last one, an inequality of distribution along the year is observed (seasonal variations), as well as between ports and airports. Progressively the plane’s part gets closer to the boat’s one. Passengers are mainly tourists that remain less numerous than those of the competing islands.Fares have been reduced significantly for Corsican residents, but still remain high for the other passengers. This problem will have to be solved to improve territorial continuity.

During the urbanization process, vehicles quantity increase with expansion in population. Under this situation, bus transportation system also suffers from bus delay. Bus delay could be caused by a series of factors, for instance, overload passengers, traffic jam, traffic accident and other unpredictable situations. Therefore, choosing crucial elements to efficiently evaluate bus delay is a complex problem in bus delay researches and operation management. The thesis propose an approach to evaluate and explain bus delay by two elements: traffic congestion and passengers’ waiting time. Those two elements would represent the action of external and internal factors on bus operation. This approach could be adaptive to explain the reasons for bus delays, thus to help the optimization of bus lines and give useful information for decision making of transportation company. To achieve the research aim, a GIS-T database was created by combining the GIS database and TIS database. Spatial data as well as attribute data are combined in the database to represent the crucial information for bus delay. Based on GIS-T the database, the impact of traffic congestion and passengers’ waiting time was calculated using the bus line simulation. By implementing the above steps, the main cause of bus delay was studied. A case study application of this method is narrated; focusing on optimize the bus system of Guiyang city, South China. Different methods are used to find out the problem of system and the reason for delay. Moreover, optimization suggestion is proposed according to result. Compared with other methods, the two-factor method has the advantage of locating the reason of delay for each station. The time performance is not superior to other methods. By comparing the situation of adjacent station, the proportion of traffic congestion and overload passenger in bus delay was determined. The two-factor method is applicable for other transit system in different cities which has similar structure as Guiyang. However, for cities with other structure, a feasibility should be made to select an appropriate model.

The purpose of the work is to evaluate the stage of development of the rules for tranfer of personal data for the European union to the third countries. First it gives necessary information regarding the protection of personal data in general including the key terms, basic principles and also the legal framework. The second part explains the legal mechanism of tranfer of personal data from EU abroad with the use of the term "adequate protection." Possible methods of such tranfer which are in compliance with the requirement of provision of the adequate protection to the protection ensured in the European Union are given. The third part concentrates on the development of the negotiations between the United States and the European Union about the transfer of personal data of air passengers and resulting legal arrangement. The work also describes current trends and provides possible future development of this sphere.

M. Tech. (Industrial Engineering, Faculty of Engineering and Technology), Vaal University of Technology. / In South Africa, the provision of equitable and accessible public transport is still in the early stage of development and growth. PRASA has adopted programmes that drive and promote the implementation and integration of a universal design that should meet the varying requirements of its customers. PRASA acknowledges that its facilities should be focused on the delivery of public service that acts as a catalyst and enabler within South Africa in overcoming differentiation in gender, race, income, opportunity and mobility. Facilities’ managers and especially rail managers, through facilities planning, should provide proactive service delivery to its stakeholders. In South Africa, the majority of train stations are not designed to cater for persons with special needs. Therefore, these facilities must comply with national imperatives; resulting in a need to design new facilities or redesign current train stations’ facilities so as to accommodate the diversity of human characteristics within the population, as a whole, in order to promote equal access to services and opportunities for persons with disabilities as expected in all spheres of government. This means that there are dynamic and heterogeneous elements that should be controlled in the commuter rail system design. The redesigning of some train stations had been undertaken and improvements achieved at some train stations e.g. Gautrain. The issue that arises is that there cannot be a one-to-one transfer of model to design another facilities. This is due to the constraints of space, monetary costs and information on customers or level of activeness in the facility. Companies don’t always have a lot of money at their disposal making money to become an issue. If there’s an abundance of space then one can design the train layout the way he/she wants. However this is not always the case and therefore, the available space has to be planned accordingly. Furthermore, one needs to know information on (the number of) their customers in order to plan and be able to meet their requirements. This project proposes the use of an improved flow-pattern measurement technique (i.e. integration of techniques), specifically improved From-To-Chart techniques, to assess the efficiency of the current layout while considering the constraints of variables expectations from customers and variable rewards for rendering services to different types of customers. An improved and effective layout was then proposed. The efficiency of the proposed new layout was compared with that of previous layout so as to ascertain on stakeholders’ confidence. Simulated Annealing was also used to compare different peak periods and their efficiencies so as to decide on the layout that is suitable for the commuter rail system under the different peak scenario. The Direct Clustering Algorithm was furthermore employed to try to group facilities that render similar services into cells so as to minimise movement or material handling. Results revealed that a flexible train station layout whose flow pattern can be regularly adjusted to minimize costs and to accommodate the ever-increasing expectations should be adopted. It is hoped that station managers who adopt such guides will improve on customer’s expectations.

Le transporteur est tenu d’une obligation de résultat, dont l’inexécution engage automatiquement sa responsabilité, dès lors qu’il en découle un préjudice. Mais il peut se libérer de sa responsabilité en prouvant l’existence d’une cause d’exonération. Considérée comme un obstacle à l’indemnisation, l’exonération sera appréciée avec plus ou moins de méfiance, selon le mode employé et l’objet transporté. A cet égard, il convient de distinguer le transport de passagers et le transport de marchandises. La prise en compte croissante du besoin de protection du passager fait évoluer le régime auquel est soumis le transporteur. L’analyse de cette évolution est indispensable à la recherche d’un fondement commun à la responsabilité du transporteur. Considéré comme une victime, le passager devient le pivot du régime applicable au transporteur, lequel cesse d’être un régime de responsabilité. Au contraire, lorsque la responsabilité demeure, la défense exonératoire révèle le fondement rationnel de la responsabilité du transporteur : sa faute. / The carrier is under an obligation of result, the nonfulfilment of which he /she will be automatically held liable for, as soons as damage arises. Yet he can escape liablitiy if he can prove the existence of a ground for exemption. Considered as an impediment to compensation, the exemption will be assessed with more or less suspicion, depending on the transport mode and the cargo. In this respect, there should be a distinction made between the transport of passengers and goods. As the passenger’s need for protection is more and more taken into account, this causes the regime governing carriers to evolve. Analyzing these developments is essential to look for a common ground for the carrier’s liability. Considered as a victim, the passenger becomes the pivot of the regime applicable to the carrier, this regime being no longer a system of liablity. On the contrary, when liability remains, the defense based on exemption reveals the rationale behind the carrier’s liability: his fault.

Thesis "Consumer Protection in transport in EU legislation" deals with consumer protection in specific areas. This thesis defined the rights and obligations of air passengers, rail transport, bus and coach transport and consumer protection when traveling by sea and inland waterways. The thesis is also exploring the awareness of EU citizens of their rights by the European Commission - Eurobarometer. Thesis is processed by analysis and comparison of selected judgments of the Court of Justice of the European Union and EU legislation.

Abstracts in English, Afrikaans and Northern Sotho / More time series forecasting methods were researched and made available in recent years. This is mainly due to the emergence of machine learning methods which also found applicability in time series forecasting. The emergence of a variety of methods and their variants presents a challenge when choosing appropriate forecasting methods. This study explored the performance of four advanced forecasting methods: autoregressive integrated moving averages (ARIMA); artificial neural networks (ANN); support vector machines (SVM) and regression models with ARIMA errors. To improve their performance, bagging was also applied. The performance of the different methods was illustrated using South African air passenger data collected for planning purposes by the Airports Company South Africa (ACSA). The dissertation discussed the different forecasting methods at length. Characteristics such as strengths and weaknesses and the applicability of the methods were explored. Some of the most popular forecast accuracy measures were discussed in order to understand how they could be used in the performance evaluation of the methods. It was found that the regression model with ARIMA errors outperformed all the other methods, followed by the ARIMA model. These findings are in line with the general findings in the literature. The ANN method is prone to overfitting and this was evident from the results of the training and the test data sets. The bagged models showed mixed results with marginal improvement on some of the methods for some performance measures. It could be concluded that the traditional statistical forecasting methods (ARIMA and the regression model with ARIMA errors) performed better than the machine learning methods (ANN and SVM) on this data set, based on the measures of accuracy used. This calls for more research regarding the applicability of the machine learning methods to time series forecasting which will assist in understanding and improving their performance against the traditional statistical methods / Die afgelope tyd is verskeie tydreeksvooruitskattingsmetodes ondersoek as gevolg van die ontwikkeling van masjienleermetodes met toepassings in die vooruitskatting van tydreekse. Die nuwe metodes en hulle variante laat ʼn groot keuse tussen vooruitskattingsmetodes. Hierdie studie ondersoek die werkverrigting van vier gevorderde vooruitskattingsmetodes: outoregressiewe, geïntegreerde bewegende gemiddeldes (ARIMA), kunsmatige neurale netwerke (ANN), steunvektormasjiene (SVM) en regressiemodelle met ARIMA-foute. Skoenlussaamvoeging is gebruik om die prestasie van die metodes te verbeter. Die prestasie van die vier metodes is vergelyk deur hulle toe te pas op Suid-Afrikaanse lugpassasiersdata wat deur die Suid-Afrikaanse Lughawensmaatskappy (ACSA) vir beplanning ingesamel is. Hierdie verhandeling beskryf die verskillende vooruitskattingsmetodes omvattend. Sowel die positiewe as die negatiewe eienskappe en die toepasbaarheid van die metodes is uitgelig. Bekende prestasiemaatstawwe is ondersoek om die prestasie van die metodes te evalueer. Die regressiemodel met ARIMA-foute en die ARIMA-model het die beste van die vier metodes gevaar. Hierdie bevinding strook met dié in die literatuur. Dat die ANN-metode na oormatige passing neig, is deur die resultate van die opleidings- en toetsdatastelle bevestig. Die skoenlussamevoegingsmodelle het gemengde resultate opgelewer en in sommige prestasiemaatstawwe vir party metodes marginaal verbeter. Op grond van die waardes van die prestasiemaatstawwe wat in hierdie studie gebruik is, kan die gevolgtrekking gemaak word dat die tradisionele statistiese vooruitskattingsmetodes (ARIMA en regressie met ARIMA-foute) op die gekose datastel beter as die masjienleermetodes (ANN en SVM) presteer het. Dit dui op die behoefte aan verdere navorsing oor die toepaslikheid van tydreeksvooruitskatting met masjienleermetodes om hul prestasie vergeleke met dié van die tradisionele metodes te verbeter. / Go nyakišišitšwe ka ga mekgwa ye mentši ya go akanya ka ga molokoloko wa dinako le go dirwa gore e hwetšagale mo mengwageng ye e sa tšwago go feta. Se k e k a le b a k a la g o t šwelela ga mekgwa ya go ithuta ya go diriša metšhene yeo le yona e ilego ya dirišwa ka kakanyong ya molokolokong wa dinako. Go t šwelela ga mehutahuta ya mekgwa le go fapafapana ga yona go tšweletša tlhohlo ge go kgethwa mekgwa ya maleba ya go akanya. Dinyakišišo tše di lekodišišitše go šoma ga mekgwa ye mene ya go akanya yeo e gatetšego pele e lego: ditekanyotshepelo tšeo di kopantšwego tša poelomorago ya maitirišo (ARIMA); dinetweke tša maitirelo tša nyurale (ANN); metšhene ya bekthara ya thekgo (SVM); le mekgwa ya poelomorago yeo e nago le diphošo tša ARIMA. Go kaonafatša go šoma ga yona, nepagalo ya go ithuta ka metšhene le yona e dirišitšwe. Go šoma ga mekgwa ye e fepafapanego go laeditšwe ka go šomiša tshedimošo ya banamedi ba difofane ba Afrika Borwa yeo e kgobokeditšwego mabakeng a dipeakanyo ke Khamphani ya Maemafofane ya Afrika Borwa (ACSA). Sengwalwanyaki šišo se ahlaahlile mekgwa ya kakanyo ye e fapafapanego ka bophara. Dipharologanyi tša go swana le maatla le bofokodi le go dirišega ga mekgwa di ile tša šomišwa. Magato a mangwe ao a tumilego kudu a kakanyo ye e nepagetšego a ile a ahlaahlwa ka nepo ya go kwešiša ka fao a ka šomišwago ka gona ka tshekatshekong ya go šoma ga mekgwa ye. Go hweditšwe gore mokgwa wa poelomorago wa go ba le diphošo tša ARIMA o phadile mekgwa ye mengwe ka moka, gwa latela mokgwa wa ARIMA. Dikutollo tše di sepelelana le dikutollo ka kakaretšo ka dingwaleng. Mo k gwa wa ANN o ka fela o fetišiša gomme se se bonagetše go dipoelo tša tlhahlo le dihlo pha t ša teko ya tshedimošo. Mekgwa ya nepagalo ya go ithuta ka metšhene e bontšhitše dipoelo tšeo di hlakantšwego tšeo di nago le kaonafalo ye kgolo go ye mengwe mekgwa ya go ela go phethagatšwa ga mešomo. Go ka phethwa ka gore mekgwa ya setlwaedi ya go akanya dipalopalo (ARIMA le mokgwa wa poelomorago wa go ba le diphošo tša ARIMA) e šomile bokaone go phala mekgwa ya go ithuta ka metšhene (ANN le SVM) ka mo go sehlopha se sa tshedimošo, go eya ka magato a nepagalo ya magato ao a šomišitšwego. Se se nyaka gore go dirwe dinyakišišo tše dingwe mabapi le go dirišega ga mekgwa ya go ithuta ka metšhene mabapi le go akanya molokoloko wa dinako, e lego seo se tlago thuša go kwešiša le go kaonafatša go šoma ga yona kgahlanong le mekgwa ya setlwaedi ya dipalopalo. / Decision Sciences / M. Sc. (Operations Research)