Global ETD Search

111	Korsten Town Local Economic Development in the Public Space / Korsten Town- informell handel i det offentliga rummet, Port Elizabeth, Sydafrika Telldén, Erik January 2010 (has links) My project takes place in Korsten four kilometers north of central Port Elizabeth. Korsten is today known as the industrial center of the city and provides job opportunities throughout the whole region. Central Korsten contains the biggest informal market within Port Elizabeth; it is also functioning as a nodal interchange where buses and minibus taxis provide transport within the city as well as nationwide. In 2010 major changes in the transport system will take place as a part of the 2010 world cup program. The city introduces the new Bus rapid transit system, a transportation system based on trunk buses complimented with minibus taxis. Introducing a new bus-system to Korsten will be a great challenge especially concerning Korstens informal identity and tradition. The informal economy is today an integral part of the South African economy and something that most South Africans come in contact with on daily bases. But it is an economy and movement not measurable or regulated by the government. The informal economy got its own rules and traditions and it flourishes in Korsten. It creates job opportunities as well as a possibility to buy everyday goods to a reasonable price, but it also contributes to a hectic and unstructured environment which gives a chaotic impression. This dissertation highlights the informal tradition and its possibility to be an integral part of the modern Korsten. It investigates the meaning of the public space and what role it plays in our cities and how it can be implemented in Korsten. / Available at: erik_tellden(at)hotmail.com +46702267034 informell handel offentliga rummet Korsten Port Elizabeth Sydafrika south africa public space informal trading Bus rapid transit local economic development mfs Social Sciences Interdisciplinary Miljöanalys och bygginformationsteknik
112	Ein Beitrag zur Nutzbarmachung Genetischer Algorithmen für die optimale Steuerung und Planung eines flexiblen Stadtschnellbahnbetriebes Albrecht, Thomas 04 May 2005 (has links) The work deals with two problems of mass rapid transit system operation: The development of flexible timetables and the realisation of flexible timetables. In both cases, genetic algorithms are used. In the process of (flexible) timetabling in suburban railways, a transport offer perfectly adapted to demand is searched for (temporal and spatial adaptation of demand as well as adaptation of capacity of the trains). After determination of the number of train runs per line and hour and their capacity, optimal departure times have to be found (with a precision of a minute down to 10 s), which fulfil criterias of the passengers (short waiting times) as well as of the operator (small number of vehicles needed). Two different codings for use with genetic algorithms have therefore been developed. They are tested on several case studies of the Dresden suburban railway network, assuming different degrees of flexibilisation. In the process of realising a flexible timetable, transitions between train headways as well as running time and dwell time reserves (margins in the order of a few seconds) are slightly modified in order to coordinate braking and accelerating trains and thereby reduce energy costs of a system of trains. Genetic algorithms can be applied for this problem as well, the proposed methods are tested on several case studies (S-Bahn Berlin, Metro Lille). / Die Arbeit behandelt zwei Probleme der Betriebsplanung von Stadtschnellbahnen: Die Erstellung flexibler Fahrpläne und die Umsetzung flexibler Fahrpläne. In beiden Fällen werden zur Lösung Genetische Algorithmen verwendet. Bei der Ermittlung flexibler Fahrpläne von S-Bahnen wird ein bestmöglich an die Verkehrsnachfrage angepasstes Verkehrsangebot gesucht (zeitlich, räumlich und bezüglich der Kapazität der einzelnen Züge angepasst). Nach stundenfeiner Festlegung der Fahrtenhäufigkeiten und Kapazitäten der einzelnen, sich überlagernden Linien werden deren Abfahrtszeiten gesucht (mit einer Genauigkeit von Minuten bis etwa 10 s), so dass sowohl die Wünsche der Fahrgäste nach gleichmäßigen Zugfolgezeiten als auch Betreiberwünsche (geringe Fahrzeuganzahl) erfüllt werden. Hierzu werden zwei verschiedene Kodierungen für die Verwendung mit Genetischen Algorithmen vorgestellt und das geschaffene Verfahren an verschiedenen Flexibilisierungsszenarien für die S-Bahn Dresden erprobt. Bei der Umsetzung flexibler Fahrpläne, die sich im Bereich weniger Sekunden abspielt, werden Übergänge zwischen Zugfolgezeiten, Fahr- und Haltezeitreserven geringfügig modifiziert, so dass durch bestmögliche Koordination von Anfahr- und Bremsvorgängen eines Systems von Zügen die Energiekosten minimal werden. Methodisch werden wiederum Genetische Algorithmen verwendet, die Erprobung des Verfahrens erfolgt anhand von Linien der S-Bahn Berlin und der Metro in Lille. info:eu-repo/classification/ddc/620 ddc:620
113	Dimensionierung elektrischer Bahnsysteme mit mehrkriteriellen genetischen Algorithmen Methner, Sabine 30 June 2010 (has links) Im bisherigen Auslegungsprozess wird ein Bahnsystem in der Regel in Teilsysteme zerlegt, die nacheinander und für sich betrachtet entworfen werden. Das Verhalten des Gesamtsystems im geplanten täglichen Betrieb wird nur für wenige Varianten mittels Simulation überprüft. In dieser Arbeit wird der Ansatz vorgestellt, ein elektrisches Bahnsystem als Optimierungsaufgabe zu modellieren und diese mit einem geeigneten mathematischen Suchverfahren zu lösen, um Wechselwirkungen im Gesamtsystem bereits während der Dimensionierung berücksichtigen zu können. Zu diesem Zweck wird ein mehrkriterieller genetischer Algorithmus mit Zugfahrtsimulation und Netzberechnung gekoppelt, um ein für elektrische Bahnen entwickeltes Optimierungsmodell zu lösen. Am Beispiel einer realen Metrostrecke wird das Verfahren auf seine Eignung getestet und die erzielten Ergebnisse bewertet. / In the previous design process the electric railway system was subdivided into subsystems that are conceived one after the other and independent of each other. The performance of the complete railway system under realistic operation conditions can only be verified for some very few variants using simulation tools. The paper presents an approach to formulate an electric railway system as a self-contained optimization problem solved by means of a mathematical optimization method in order to consider interactions within the system in the early stage of the design process. Therefore a multi-objective genetic algorithm is coupled with both train simulation and electrical network calculation solving an optimization model specially designed for electrical railway systems. The proposed method is tested on an actual metro system. The results of this case study are presented and evaluated. info:eu-repo/classification/ddc/620 ddc:620
114	Gestión de movilidad peatonal para la reducción de los tiempos de espera de los usuarios dentro de la estación Canadá del BRT Metropolitano de Lima. / Management of pedestrian mobility to reduce user’s waiting times inside the Canada station BRT in Lima Atapauccar Escalante, Katherine, Ramirez Ruiz, Bryan Hugo 18 September 2020 (has links) El sistema Bus Rapid Transit (BRT) es uno de los modos de transporte más demandados en los últimos años. Este sistema de transporte cuenta con estaciones para los usuarios y múltiples líneas de buses en una determinada ciudad. Sin embargo, el desorden en el recorrido de los usuarios a lo largo de la estación y la alta densidad e interacción peatonal generan largos tiempos de espera para los usuarios desde que entran a la estación hasta su embarco al bus. La presente investigación propone una gestión de la movilidad peatonal, la cual mediante la canalización de flujos peatonales y adaptación de entradas y salidas de la estación tiene por objetivo principal reducir los tiempos de espera de los usuarios dentro de la estación. Se realizó visitas a una estación de BRT en la ciudad de Lima para medir los tiempos de espera de los usuarios dentro de esta. La recolección de información nos permitió establecer el horario de más concurrencia peatonal y demostrar que los usuarios pueden demorar más tiempo dentro de la estación que en el bus. La propuesta fue simulada en el software Vissim para poder determinar su eficiencia. Los resultados muestran que se redujo los tiempos de espera de los usuarios dentro de la estación en un 25%. Por otro lado, el valor de la densidad peatonal y los puntos de conflicto entre peatones disminuyeron en un 44% y 73% respectivamente. Finalmente se obtuvo un aumento en la velocidad peatonal de los corredores en un 37%. / The Bus Rapid Transit (BRT) is a bus-based public transport system that increase the effectiveness of public transportation through dedicated lanes with busways and independent stations. However, the pedestrian routes disorder at the station, the high density and the interaction between pedestrians produce high waiting times since the entrance at the station until the board at the bus. The present research proposes a management of pedestrian mobility focused on modify the pedestrian routes and adapting the entrance and exit of the station. The main objective of the investigation is reducing the waiting times of users at the station. Users waiting times at the station were measured by visiting a BRT station located in the city of Lima. The collection of information makes it possible to establish the peak pedestrian traffic hours and demonstrate that users can spend more time at the station than on the bus. The improvement proposal was simulated in Vissim software in order to determine its reducing waiting times efficiency. The results show that users waiting times at the station were reduced by 25%. On the other hand, the pedestrian density and conflict points between pedestrians decreased by 44% and 73% respectively. Finally, increase in the pedestrian velocity of the corridors was obtained by 37%. / Tesis Autobuses de tránsito rápido Tiempos de espera Vissim Densidad peatonal Flujos peatonales Bus Rapid Transit Waiting time Pedestrian density Pedestrian flow
115	[pt] AVALIAÇÃO DO PROJETO DE INFRAESTRUTURA DO BRT NO ESTADO DO RIO DE JANEIRO / [en] EVALUATION OF THE BRT INFRASTRUCTURE PROJECT IN THE STATE OF RIO DE JANEIRO GABRIELA GONZALEZ ESPINOSA 21 June 2022 (has links) [pt] O Brasil, país pioneiro na implantação do BRT, possui alguns corredores com prioridade para serviços de transporte coletivo por ônibus. O sistema BRT no Rio de Janeiro começou a ser desenvolvido há tempos, mas ficou parado por fatores externos até princípio do ano 2021. A partir dessa data, o seu desenvolvimento foi retomado com uma perspectiva diferente para não cometer os mesmos erros do passado. O novo modelo pretende eliminar o risco de demanda, assim como fazer a separação entre fornecimento e operação dos equipamentos, permitindo a participação de atores especializados. Portanto, neste trabalho pretende determinar a viabilidade do novo modelo implementado do sistema BRT pela perspectiva financeira. Foi feito uma pesquisa geral sobre os principais incentivos governamentais, as características dos BRT e o conhecimento acumulado em diferentes países para a avaliação do modelo de negócio e contrato desenvolvido pela Prefeitura. Além disso foram analisados os fluxos de caixa através dos principais indicadores financeiros. Os resultados mostram que do ponto de vista financeiro o projeto é rentável e lucrativo. O novo modelo permite também uma melhoria na eficiência do sistema de transporte público na cidade e o aumento da satisfação do usuário. A principal contribuição do trabalho é o estudo qualitativo brindando uma comparação entre as diferentes experiências internacionais neste âmbito para conhecer os aspectos favoráveis que se possam ajustar a realidade brasileira da cidade do Rio de Janeiro. / [en] Brazil is a pioneer in the implementation of BRT and has some corridors with priority for public transport services by bus. The BRT system in Rio de Janeiro began to be developed many years ago but was put on hold due to external factors until early 2021, when its development was resumed with a different perspective so as not to make the same mistakes as in the past. The new model intends to eliminate demand risk, as well as implement the separation between supply and operation of the equipment, allowing the inclusion of specialized actors. Therefore, this work intends to determine the feasibility of the new implemented model of the BRT system from a financial perspective. A general survey was carried out on the main government incentives, the characteristics of BRT and the knowledge accumulated in different countries for the evaluation of the business model and contract developed. In addition, cash flow analysis was done using the main financial indicators. The results indicate that from a financial perspective the project is profitable and profitable for the investment. The new model also allows for an improvement in the efficiency of the public transport system in the city and an increase in user satisfaction. The main contribution of the work is the qualitative study providing a comparison between the different international experiences in this field to know the favorable aspects that can adjust to the Brazilian reality of the city of Rio de Janeiro. [pt] INCENTIVOS GOVERNAMENTAIS [pt] EXPERIENCIAS INTERNACIONAIS [en] GOVERNAMENT INCENTIVES [en] INTERNATIONAL EXPERIENCES [en] BUS RAPID TRANSIT - BRT - SYSTEM
116	Campus landscape Dilts, Dustin 09 September 2013 (has links) This body of work began as an exploration of the University of Manitoba’s Southwood Lands (a former eighteen-hole golf course), with the intention of proposing something new for the site. However, analysis and critical thinking led to the realization that there was a need to not only look at the Southwood Lands, but also the entire Fort Garry Campus. The work evolved through a process of discovery, using a variety of methods from walking the site, documentation through photography, visits to the archives to uncover history, and mapping from afar. One of the underlying objectives was to highlight the importance of taking additional time to understand a place prior to making decisions, revealing what makes a place unique, where the opportunities are, and what has been hidden over time. The idea of a site being a blank slate is dismissed, drawing on the importance of found conditions in decision making. Looking deeper into a place also leads to a greater respect for what is already there. It is what we already have that is so often discarded, and seen as having no value in decision making (the natural areas in a city or the trees on a former golf course for example). It is also the ecosystems that are seen as scrubby and unkept that are the most complex systems and richest spaces for life. Once complex, biologically rich systems are erased there is no going back to them. It is the existing conditions that are worth taking the extra time to investigate, a process that must occur prior to making design decisions that seek to remove or make new. It is only though looking, and looking carefully with un-objective eyes, and an open mind, that design can truly enhance what we already have. This practicum works under the premise that landscape has value in its own right. The landscape is not empty space, not just a place to put buildings, not a luxury that can easily be cut from budgets, and certainly not something that can be considered an afterthought. Instead, landscape is valued as something which is working and active, an essential part of life on this planet that is becoming increasingly important with a rapidly changing climate. The intellectual foundation for organizing ideas around approaching the site have been interpreted from Christophe Girot’s ‘Four Trace Concepts in Landscape Architecture’. They are in this order: landing, grounding, finding, and founding. While Girot’s four trace concepts organize ideas around approaching the site, there are three underlying principles that guide the entire body of work: 1. Landscape as infrastructure and organizing system; 2. Design as a process of discovery; 3. Investigation through multiple scales of inquiry. A strategy for the Fort Garry Campus is where this work concludes, followed by reflections on the importance of context in design and the lessons learned throughout the practicum process. Fort Garry campus Landscape Architecture Southwood Winnipeg Manitoba land landscape design planning strategy ethics Christophe Girot trace concepts urban design history rapid transit Pembina Highway park proximity principle light pollution geology ecosystem services flora fauna plants animals Red River birds land cover analysis Visionary (re)Generation tree cover Anishinaabe ecology sustainability
117	Campus landscape Dilts, Dustin 09 September 2013 (has links) This body of work began as an exploration of the University of Manitoba’s Southwood Lands (a former eighteen-hole golf course), with the intention of proposing something new for the site. However, analysis and critical thinking led to the realization that there was a need to not only look at the Southwood Lands, but also the entire Fort Garry Campus. The work evolved through a process of discovery, using a variety of methods from walking the site, documentation through photography, visits to the archives to uncover history, and mapping from afar. One of the underlying objectives was to highlight the importance of taking additional time to understand a place prior to making decisions, revealing what makes a place unique, where the opportunities are, and what has been hidden over time. The idea of a site being a blank slate is dismissed, drawing on the importance of found conditions in decision making. Looking deeper into a place also leads to a greater respect for what is already there. It is what we already have that is so often discarded, and seen as having no value in decision making (the natural areas in a city or the trees on a former golf course for example). It is also the ecosystems that are seen as scrubby and unkept that are the most complex systems and richest spaces for life. Once complex, biologically rich systems are erased there is no going back to them. It is the existing conditions that are worth taking the extra time to investigate, a process that must occur prior to making design decisions that seek to remove or make new. It is only though looking, and looking carefully with un-objective eyes, and an open mind, that design can truly enhance what we already have. This practicum works under the premise that landscape has value in its own right. The landscape is not empty space, not just a place to put buildings, not a luxury that can easily be cut from budgets, and certainly not something that can be considered an afterthought. Instead, landscape is valued as something which is working and active, an essential part of life on this planet that is becoming increasingly important with a rapidly changing climate. The intellectual foundation for organizing ideas around approaching the site have been interpreted from Christophe Girot’s ‘Four Trace Concepts in Landscape Architecture’. They are in this order: landing, grounding, finding, and founding. While Girot’s four trace concepts organize ideas around approaching the site, there are three underlying principles that guide the entire body of work: 1. Landscape as infrastructure and organizing system; 2. Design as a process of discovery; 3. Investigation through multiple scales of inquiry. A strategy for the Fort Garry Campus is where this work concludes, followed by reflections on the importance of context in design and the lessons learned throughout the practicum process. Fort Garry campus Landscape Architecture Southwood Winnipeg Manitoba land landscape design planning strategy ethics Christophe Girot trace concepts urban design history rapid transit Pembina Highway park proximity principle light pollution geology ecosystem services flora fauna plants animals Red River birds land cover analysis Visionary (re)Generation tree cover Anishinaabe ecology sustainability
118	Long distance bus transport : it's structure, service adequacy and the role it plays on linking the core to the periphery of Ethiopia Fekadu, K. Ayichew 06 1900 (has links) My dissertation address is to describe the long distance bus (LDB) transport, its structure, service adequacy and the role it plays in linking the core to the periphery of Ethiopia. The study applied both qualitative and quantitative data analyses. The quantitative data was mainly collected by using questionnaires, from the selected passengers and operators by longitudinal survey, 384 passengers, or 10 %, from each bus took part in the survey. Of these, only 241 questionnaires (63%) were fully completed and used for this analysis. And 6 % of buses or operators (64) were selected by systematic sampling. The routes and towns were also selected by lottery method. The qualitative data was mainly collected by interview. Among these, 5 % (twenty-five) of experts from the City Transport Bureau; the heads of LDB Associations; the owners of LDB; the Federal Transport bureau; and the Mercato Bus terminal. An interview was analyzed based on their own explanations. FGDs were carried out with passengers awaiting departure in the terminal (off-journey). The secondary sources were taken from both the EFTA and Mercato bus terminal dispatch report. The analysis was made mostly by integrating method, and in some cases with separate analysis. Beside with other inferential statistical, Pearson correlation was also applied. The growth rate for level one and level two buses had risen more than 100 % per annum, whereas level three buses showed a decline of 18 % per year. The whole sector shows a 6.6 % growth rate, which is double that of the population growth (2.6 %). The rate of bus dispatch is very high, approximately 38 per day, on the Dessie and Mojo route. The average bus dispatch in all directions is about 32. In terms of service provision and area coverage, level one buses interlink about 23 major towns. Level two buses service more than 70 major towns, and level three more than 110. The highest record of both area and service coverage was occupied by first level buses servicing Dessie, Mekele, Shashemene, Hawassa, and Jimma. On average, the majority of towns are being serviced by one bus, irrespective of their levels. The area and service coverage is thus very high for level three buses, compared with levels two and one. The Dessie and Mojo lines enjoy the highest bus coverage. LDBs typically provide transport for distances of less than 400 kilometres. They contribute towards core to peripheral ties of the nation. This result is expressed by Krugman’s (1991) core-periphery theory. The service adequacy of the industry indicates that above half of the operators would have to wait approximately one hour to pick up passengers and 1 or 2 days per week to get the turn too. This reveals that Levels one, two and three operators are dormant for 1 or 2 days per week. Supply is thus greater than demand, causing the emergence of an informal LDB service. The fact that about 60 % of passengers have to wait for approximately an hour to catch a bus, after collecting tickets, indicates the demand. The buses’ downtimes in order to secure a full load on each departure are positively correlated with bus levels. The LDB provide more for mobility of goods and peoples that can be shape land use and development patterns, and it generate jobs. This enable more for economic growth. Thus, level one is more attractive than other levels. The study identifies the major challenges facing LDB transport. Integration within stakeholders, both internally and externally, is crucial to satisfy the passenger. / Geography / D. Phil. (Geography) Bus levels Metropolitan linkage Core-periphery linkage Bus dispatch Service adequacy Structure transport industry Policy gaps Informality 388.413220963
119	Access and constraints to commuting in Gauteng Province, South Africa Chakwizira, James 05 1900 (has links) PhD (Environmental Sciences) / Department of Urban and Regional Planning / See the attached abstract below Access Constraints Fragmentation Integrated model Gauteng Province 388.4096822 City planning -- South Africa -- Gauteng Urban policy -- South Africa -- Gauteng Local transit -- South Africa -- Gauteng City traffic -- South Africa -- Gauteng
120	Assessing the potential of fuel saving and emissions reduction of the bus rapid transit system in Curitiba, Brazil Dreier, Dennis January 2015 (has links) The transport sector contributes significantly to global energy use and emissions due to its traditional dependency on fossil fuels. Climate change, security of energy supply and increasing mobility demand is mobilising governments around the challenges of sustainable transport. Immediate opportunities to reduce emissions exist through the adoption of new bus technologies, e.g. advanced powertrains. This thesis analysed energy use and carbon dioxide (CO2) emissions of conventional, hybrid-electric, and plug-in hybrid-electric city buses including two-axle, articulated, and biarticulated chassis types (A total of 6 bus types) for the operation phase (Tank-to-Wheel) in Curitiba, Brazil. The systems analysis tool – Advanced Vehicle Simulator (ADVISOR) and a carbon balance method were applied. Seven bus routes and six operation times for each (i.e. 42 driving cycles) are considered based on real-world data. The results show that hybrid-electric and plug-in hybrid-electric two-axle city buses consume 30% and 58% less energy per distance (MJ/km) compared to a conventional two-axle city bus (i.e. 17.46 MJ/km). Additionally, the energy use per passenger-distance (MJ/pkm) of a conventional biarticulated city bus amounts to 0.22 MJ/pkm, which is 41% and 24% lower compared to conventional and hybrid-electric two-axle city buses, respectively. This is mainly due to the former’s large passenger carrying capacity. Large passenger carrying capacities can reduce energy use (MJ/pkm) if the occupancy rate of the city bus is sufficient high. Bus routes with fewer stops decrease energy use by 10-26% depending on the city bus, because of reductions in losses from acceleration and braking. The CO2 emissions are linearly proportional to the estimated energy use following from the carbon balance method, e.g. CO2 emissions for a conventional two-axle city bus amount to 1299 g/km. Further results show that energy use of city bus operation depends on the operation time due to different traffic conditions and driving cycle characteristics. An additional analysis shows that energy use estimations can vary strongly between considered driving cycles from real-world data. The study concludes that advanced powertrains with electric drive capabilities, large passenger carrying capacities and bus routes with a fewer number of bus stops are beneficial in terms of reducing energy use and CO2 emissions of city bus operation in Curitiba. advanced powertrain Advanced Vehicle Simulator ADVISOR Brazil BRT bus rapid transit carbon dioxide CO2 city bus Curitiba driving cycle emissions energy consumption energy efficiency energy use fuel economy hybrid propulsion hybrid-electric parallel hybrid passenger carrying capacity plug-in hybrid-electric Tank-to-Wheel analysis vehicle simulation Analyse Brasilien Emissionen Energieeffizienz Energienutzung Energieverbrauch Fahrzeugsimulation Fahrzeugwirkungsgrad Fahrzyklus Fortschrittlicher Antriebsstrang Hybridantrieb Hybridelektrofahrzeug Kohlenstoffdioxid Kraftstoffverbrauch Passagiertransportkapazität Schnellbussystem Stadtbus Steckdosen-Hybrid Vollhybrid analys bränsleförbrukning drivlina energianvändning energieffektivit energiförbrukning fordonssimulering hybriddrift koldioxidutsläpp körcykel laddhybrid passagerarkapacitet stadsbuss strombuss Energy Engineering Energiteknik Energy Systems Energisystem Vehicle Engineering Farkostteknik

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