Thesis (M.P.A.)--University of Hong Kong, 2001. / Includes bibliographical references (leaves 102-103).

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Dynamic traffic assignment is widely recognised as being more useful to evaluate traffic management measures than is static counterpart, as it allows us to analyse how congestion forms and dissipates in time-varying conditions. In this thesis, both deterministic and stochastic dynamic assignments are modelled with a proper link performance function, and solved with efficient solution algorithms so that they give rise to high quality solutions. A deterministic dynamic assignment is formulated in the form of variational inequality and solved by a route-based solution algorithm which intrinsically respects correct flow propagation. Similarly a stochastic dynamic assignment is formulated in the form of variational inequality, but solved with a link-based algorithm with an explanation on how to maintain correct flow propagation in this solution approach. In particular, both solution algorithms are developed in a way that we can find optimal solutions efficiently without direct evaluation of an objective function, based on the interpolation method. In both dynamic assignment techniques, the deterministic queuing model is adopted as the basis of the link performance function. This model is suitable to describe the relationship between inflows, outflows, and travel costs for a link in time-varying conditions because it respects all requirements for dynamic traffic modelling such as traffic conservation, the FIFO discipline, correct flow propagation, and causality. Finally, application of both dynamic assignment techniques to several test networks, including a medium-size network with 24 nodes and 76 links, shows that a proper way of associating costs with flows in discrete time is crucial to the calculation of plausible dynamic assignments.

This thesis examines the development of roads in the Northern Highlands of Scotland during the first half of the nineteenth century. These roads were constructed under the auspices of both the Government Commissioners for Highland Roads and Bridges, appointed in 1803, and the established local administration in the respective counties. At the outset of the period, the road infrastructure of the area was massively inferior to that existing in other parts of the country, although in the fertile eastern coastal fringe with its concentrated human and natural resources, the economic base necessary for modernising the roads began to emerge by the middle years of the eighteenth century. However inland and western districts were then in the throes of a painful process of clearance and resettlement which would signally fail to generate the economic success so desperately required to sustain a rapidly increasing and poverty stricken population. The fragility and decline which characterised the West Highland economy in the period under consideration, retarded all aspects of locally funded development, particularly the construction of roads. In Ross-shire, the reluctance of the more prosperous east to assist would have left the west coast without a single proper road access, had the process depended upon the actions of local government alone. The allocation of parliamentary funds for the whole cost of the Caledonian Canal, and the offer to meet half the cost of certain recommended roads and bridges, was the essential catalyst towards the creation of a comprehensive transport system. However the reluctance of east coast landowners to subsidise projects outwith their own area limited what could be achieved by these grants. The willingness of some landlords who had made or inherited a fortune, to spend it lavishly on improving infrastructure, was of paramount importance, particularly in the county of Sutherland. Light is shed on how the Countess of Sutherland and her husband, Lord Stafford, harnessed the local administrative structure to push forward the road making element of their estate redevelopment programme. Other areas with less affluent owners were not so fortunate. The western coasts of Ross-shire had to wait until the desperate emergency of the Potato Famine led to the completion of roads as emergency public works projects, the so-called "Destitution Roads".

Thesis (M.Com.(Economics))--University of Pretoria, 2006. / Includes bibliographical references. Available on the Internet via the World Wide Web.

Thesis (M.A.)--Covenant Theological Seminary, 1994. / Abstract. Includes bibliographical references (leaves 79-81).