Brazil’s highway network holds an extension of approximately 1.72 million kilometers, being regarded, thus, as the fourth longest one in the world, only behind the USA, India and China. It holds around 67% of the volume of transported loads in the Brazilian territory, which comes to be the main agricultural and industrial outflow system found yet - hazardous products and materials here included. Due to this expressive reality, accidents involving vehicles transporting chemical products have represented the greatest part of emergency services conducted by environmental agencies. For this reason, the subject here approached may serve as an instrument for the diagnosis of critical areas, which are subject to such kind of event in the range of five kilometers in the surroundings of BR 101 (highway) of Alagoas, which comprises 27 counties along a 237.066,70 hectares area where the combination of human, physical and environmental factors are present, which are causes for accidents involving dangerous loads being transported along this stretch and that also suffer because of them. From a geographical perspective, the present research deals with an unprecedented issue, once considered the shortage of scientific researches in the State of Alagoas. Before such context, aided by geoprocessing techniques and through the study of the investigative method of differentiation of areas, diffused by Richard Hartshorne and Alfred Hettner, whose premise is based on the chorographic perspective of the environment, integrating their constituent elements and getting to a synoptic view of reality, the main aim of this research revolved around creating a conceptual model of assessment and spatial analysis for the level of environmental risks to events that establish relation with accidents involving hazardous chemical products. For such, the algebra of maps, as a technique of integration of data, was used, based on the weighted average algorithm, which can be expressed by assigning weights and numerical grades to the information plans and their respective categories. The maps formulated for the integration were organized according to their thematic correlations in such a way that they would be molded unto the three components of the risk areas: hazard factors, vulnerability factors and exposed elements. As a final result, three risk classes were obtained: Low Risk (grades 3 and 4); Moderate Risk (grades 5 and 6) and High Risk (grades 7 and 8). The first one takes 13.24% of the analyzed area, whereas the second one claims a 76.28% portion of it, while the third one holds 10.45% of the whole analyzed area. By having these numbers linked to their locations, this research offers basic information support for the development of politics which aim at preventing and lightening damage to the environment. / A malha rodoviária do Brasil possui uma extensão de aproximadamente 1,72 milhão de quilômetros, sendo, portanto, considerada a quarta maior do mundo, ficando atrás apenas dos EUA, Índia e China. Ela concentra cerca de 67% do volume de cargas transportadas no território brasileiro, tornando-se assim no principal sistema de escoamento da produção agropecuário e industrial, incluindo os produtos perigosos. Em virtude dessa expressiva realidade, os acidentes envolvendo veículos transportadores de produtos químicos tem representado a maior parte dos atendimentos às emergências por parte dos órgãos ambientais. Por este motivo, o tema em questão se propõe servir como um instrumento de diagnóstico das áreas críticas sujeitas a esse tipo de evento em faixa de cinco quilômetros no entorno do trecho alagoano da rodovia BR-101, que abrange 27 municípios e abrange uma área de 237.066,70 hectares, identificando a combinação dos fatores físicos, humanos e ambientais que causam e sofrem, respectivamente, com a ocorrência de sinistros com cargas perigosas rodotransportadas. O estudo trata de um tema inédito a partir da ótica geográfica, dada a exiguidade de trabalhos científicos no Estado de Alagoas. Neste contexto, o objetivo principal da pesquisa foi elaborar um modelo conceitual de avaliação e análise espaciais dos graus de risco ambiental aos eventos relacionados com sinistros envolvendo produtos químicos perigosos, auxiliado por técnicas de geoprocessamento, avaliando o método investigativo de diferenciação de áreas difundido por Richard Hartshorne e Alfred Hettner, que tem por premissa a visão corográfica do meio, integrando os seus elementos constituintes, chegando a uma visão sinótica da realidade. Para isto, utilizou-se como técnica de integração de dados a álgebra de mapas, baseada no algoritmo da média ponderada, o qual se expressa através da atribuição de pesos e notas aos planos de informação e suas categorias, respectivamente. Os dados elaborados para a integração foram organizados de acordo com as suas correlações temáticas, de forma que fossem moldados aos três componentes das áreas de risco: fatores de periculosidade, fatores de vulnerabilidade e elementos expostos. Como resultado final obteve-se três classes de risco: Baixo Risco (notas 3 e 4); Médio Risco (notas 5 e 6) e Alto Risco (notas 7 e 8). A primeira, ocupa 13,24% da área estudada, enquanto que a segunda categoria abrange 76,28% e a terceira classe, apenas 10,45% da área total analisada. Com esses números associados as suas localizações, este estudo oferece subsídio com informações básicas para o desenvolvimento de políticas que visem a prevenção e a mitigação de prejuízos à saúde ambiental.

The aim of the diploma thesis is analysis of air and road transport of dangerous goods and subsequent comparison of IATA DGR conditions for the air transport of dangerous goods with ADR conditions for the transport of dangerous goods by road and their application on a particular business case. Another aim of the thesis is to carry out a price calculation of road and air transport of a sample lithium battery consignment, to evaluate both types of transport with regard to their price and time efficiency and to make the final recommendations regarding the choice of more efficient mode of transport.

Carregar e descarregar caminhões, informar e orientar motoristas. Estas são as principais atividades realizadas por trabalhadores conhecidos como Chapas, que se fazem presentes praticamente na totalidade do Território Brasileiro. Nesta perspectiva, as diferentes formas de uso deste território são os preceitos principais para a observação e estudo destes trabalhadores. Portanto, é possível pensá-los a partir dos mais diferentes referenciais, desde um debate clássico como o urbano/rural, como as questões agropecuárias no Brasil, desenvolvimento urbano, transportes e fluidez territorial, entre tantos outros. Buscamos compreender sua posição diante das Normas da Moderna Logística e do Transporte Rodoviário de Cargas no Brasil. Estudo de caso em Ribeirão Preto / To load and to unload trucks, to inform and to show truck drivers a way in the city and the region. These are the main activities realized by the working men know as \"Chapas\", that are present almost in the totally of the Brazilian Territory. According to this perspective, the different forms of the use of such territory are the main rule to the observation and study of these working men. Therefore, it is possible to think them from the most different points of view, since the classic debate of urban/rural relations, transports and territorial flowing, and many others. We do look forward to comprehend their position face to the Modern Logistics Rules and from the Road Transportation in Brazil. Study of case in the city of Ribeirão Preto/SP

No Abstract Provided / Thesis / Bachelor of Arts (BA)

<p dir="ltr">Accurate traffic information plays a crucial role in developing appropriate pavement designs. However, the existing traffic design input module often falls short in accurately describing the real traffic conditions on Indiana highways. Furthermore, a range of issues related to vehicle classification, transit bus traffic characterization, semi-truck platooning, pavement friction assessment, and highway model representation have been identified. This study aims to improve the design, safety, and visual presentation of highways in Indiana. In the realm of design, real-world traffic data will be collected and processed, while a traffic database of urban buses will be established. Both an axle-based digital classification method and a model-based image classification method will be introduced to categorize unclassified vehicles. The updated vehicle class distributions and axle load distributions will serve as pivotal traffic inputs for pavement design. Regarding safety considerations, a model for two-semi-truck platooning will be developed to determine safe and optimal headways. Characteristics pertinent to semi-truck platoons will be outlined and discussed. Additionally, a series of laboratory and field tests will be conducted to assess the frictional properties and performance of aggregates and colored pavements, thereby refining roadway safety measures. In the realm of visual presentation, the Building Information Modeling (BIM) framework will be applied to convert, enrich, and extend a highway model. A BIM-centered repository will be created, amalgamating a wealth of information encompassing traffic specifics and project particulars into an integrated visual platform. Moreover, Open BIM processes will be implemented, streamlining the exchange of highway data and ensuring seamless compatibility of models. The results of this study can offer valuable insights to drive improvements in highway design, safety, and visual presentation throughout Indiana.</p>

Atualmente, o Brasil é o maior produtor de açúcar do mundo, com uma produção anual de 16,7 milhões de toneladas, onde a metade deste montante destina-se ao mercado externo. Nesse contexto, este trabalho tem o objetivo principal de investigar as principais alternativas de transporte existentes para o açúcar a granel de exportação, e propor estratégias que orientem os agentes envolvidos neste mercado a racionalizar seus custos de distribuição. São criados três grupos de cenários que representam as principais alternativas de transporte neste setor: o rodoviário porta-a-porta; o rodo-ferroviário com restrição de capacidade de embarque de açúcar; e um cenário de longo prazo de transporte rodo-ferroviário sem restrição de capacidade de embarque de açúcar. Em cada um desses grupos existe a opção de se transportar nos trechos rodoviários, tanto no porta-a-porta como nas pontas de acesso à ferrovia, com frota própria ou terceirizada. As tecnologias para frotas próprias investigadas nesse trabalho são as CVCs 2S3 e 3S3, geralmente utilizadas para o transporte do açúcar a granel, e as 3S2B2 e 3S3B3, as quais tem participações incipientes nesse mercado de transportes. A modelagem do problema leva em consideração os custos econômicos para a operação das frotas próprias e os valores de fretes cobrados para o setor tanto no modo rodoviário, como no ferroviário. Esses modelos agregados são simulados com auxílio de um sistema de informação geográfica e de planilhas eletrônicas. Ao final, conclui-se que no transporte rodoviário porta-a-porta, embora existam vantagens econômicas na operação das novas CVCs, nenhuma alternativa de frota própria mostra-se mais viável que a contratação de frota terceirizada no mercado. As análises no modo rodo-ferroviário mostram que este é mais atraente do que o rodoviário porta-a-porta para o mercado de exportação de açúcar, mesmo quando a operação tem restrições de capacidade. Numa operação hipotética sem restrições de capacidade, os ganhos econômicos gerados são da ordem 5,3% sobre a alternativa rodo-ferroviária com restrição da ferrovia para embarque de açúcar. Sugere-se a realização de uma investigação dos custos de investimento na infra-estrutura e material rodante necessários para eliminar as restrições de capacidade para este mercado. / Brazil is today the largest sugar producer of the world, with an annual production of 16,7 milion tons, where half of this amount is directed to be export market. In this context, the study has the main objective to investigate the transport alternatives for bulk sugar export and to propose strategies to the market agents involved in rationalizing the distribution costs. Three groups of scenarios are created to represent the main transportation alternatives in this sector: the door-to-door road transport; the constrained capacity road-railroad intermodal transport; and a long-term unconstrained capacity road-railroad intermodal scenario. For each of these scenarios the option of the road transport, either in the door-to-door operation or in the accesses to the railroad, with proprietary or third party fleets is investigated. The technologies for proprietary fleets considered in this investigation are the 2S3 and 3S3 combinations, generally used at present for the bulk sugar transportation, as well as the 3S2B2 and 3S3B3 LCVs, which have an incipient participation in this transportation market. The modeling considers the economic costs for the proprietary fleet operations and current freight values charged for road and rail in the bulk sugar transport sector in the region selected for the case study for the third party operation. The aggregate cost models are simulated with the support of a geographic information system and electronic spreadsheets. It is concluded that in the door-to-door road transport, even considering the economic advantages of the new LCVs technologies, none of the proprietary fleet alternatives are more cost effective than contracting third party fleets in the market. The railroad alternatives show that this alternative is more attractive than the door-to-door road transport, even considering the constraints in operating capacity. An hypothetical operation with unconstrained capacity is presented, showing that the economic gains of this alternative are in the order of 5,3% better than the best constrained capacity alternative. A suggestion to conduct an investigation on the investment costs necessary to eliminate infrastructure and rolling stock capacity constrains on the railroad network is presented.

Os dados espaciais têm sido utilizados para o monitoramento ambiental de consequências de acidentes com produtos químicos no transporte de produtos perigosos. A Infraestrutura de Dados Espaciais (IDE), que foi criada para a disponibilização e uso de dados espaciais, esbarra na ausência de políticas para dar suporte a essa realização. O objetivo principal deste trabalho é explorar o uso da teoria de Análise de Rede Social (ARS) para diagnosticar a articulação entre as organizações do setor, e discutir as políticas e acordos institucionais vigentes e criar um esquema conceitual de uma IDE para gerenciamento de acidentes relacionados ao Transporte Rodoviário de Produtos Perigosos (TRPP). Neste contexto, esta pesquisa identificou as instituições que tratam do tema TRPP, para que informações sobre o interesse no uso e compartilhamento de dados espaciais através de uma IDE pudessem ser coletadas através de entrevistas, e desta forma, consolidadas. As entrevistas foram aplicadas de forma presencial em 39 instituições. A aplicação da teoria Análise de Rede Social (ARS) pôde diagnosticar o fluxo dos dados entre as instituições através da representação gráfica das redes de disponibilização e utilização de dados espaciais entre as organizações participantes. A partir de então, foram analisados e discutidos os acordos vigentes para compartilhamento de dados espaciais. Os resultados compilados permitiram propor um esquema conceitual de uma IDE para apoio a desastres envolvendo o TRPP, para, então, prover a elaboração de metodologia para o suporte ao diagnóstico da articulação entre os diversos atores de uma IDE. A finalidade é a possível a formulação de políticas para disponibilização de dados espaciais para tomada de decisões preventivas e de enfrentamento de desastres. Os resultados indicaram que as 39 instituições compartilham dados espaciais entre si, ainda que nem sempre por acordos formais preestabelecidos. Constatou-se ainda que há um grande anseio por parte das instituições que fazem o gerenciamento de acidentes envolvendo o TRPP para que haja mecanismos legais para compartilhamento de dados estruturantes para planejamento territorial - para que o uso desses dados possa auxiliar na preparação, prevenção, gerenciamento e socorro imediato aos incidentes que envolvem o TRPP. / Spatial data have been used for environmental monitoring of chemical accidents on the road transportation of dangerous goods. The Spatial Data Infrastructure (SDI) has been created to availability and use of spatial data, however, it emphasizes that there are no policies to support this realization. The main aim of this work is to create a conceptual scheme of a Spatial Data Infrastructure (SDI) for management of transport of Dangerous Goods by road, focusing on the political context. It was identified the institutions that deal with the subject of road transportation of hazardous materials, Moreover the interviews could be consolidated. The interviews were administered by face, in 39 institutions. Interview data were ran in software UCINET, 2000 to obtain metrics related to centrality measures. The application of the theory of Social Network Analysis (ARS) could recognize the flow of data between institutions through the enrolled institutions. Furthermore, it was analyzed the network availability and use aspects of spatial data sharing between the organizations. Besides, the compiled results allowed to propose a conceptual scheme of a SDI to support technological disasters with road transportation of hazardous materials throw the SNA theory applied to investigation of spatial data sharing between different stakeholders to make prevention and risk management of the sector. Therefore, the analysis of the theory of Social Network Analysis (ARS) found that 39 (thirty-nine) institutions share spatial data between themselves, but not always in formal agreements previously established. It was further observed that there is a great desire on the part of the institutions that make the management of the accidents of this kind of transportation mode, so there are legal frameworks for data sharing for land cover uses, as a result the use of such data can be shared between different stakeholders to assist the preparedness, mitigation, response and recovery from incidents related to road dangerous goods transportation.

Submitted by Maicon Juliano Schmidt (maicons) on 2015-07-09T17:28:48Z No. of bitstreams: 1 Max Roberto da Silva.pdf: 2364743 bytes, checksum: 3abbb691b2fc1672d72997a62b8d9213 (MD5) / Made available in DSpace on 2015-07-09T17:28:48Z (GMT). No. of bitstreams: 1 Max Roberto da Silva.pdf: 2364743 bytes, checksum: 3abbb691b2fc1672d72997a62b8d9213 (MD5) Previous issue date: 2013-01-31 / Nenhuma / O segmento de transporte rodoviário de cargas se caracteriza pela competição acirrada, devido ao excesso de oferta de transportadores, ocasionada pelas baixas barreiras de entrada, fatores que contribuem para que as empresas do setor tenham uma baixa rentabilidade. Esta dissertação de mestrado tem por objetivo propor um quadro referencial no processo de planejamento e gestão estratégica para utilização por empresas do segmento de transporte rodoviário de cargas. Inicialmente, foram realizadas entrevistas com profissionais de empresas do setor para identificar as ferramentas de gestão e planejamento estratégico que essas empresas utilizam. Após, buscou-se identificar as características do setor com o objetivo de verificar ferramentas de gestão e planejamento estratégico que possuem maior aderência ao setor para a composição do quadro referencial. Analisando-se as ferramentas utilizadas pelas empresas pesquisadas, observou-se que essas empresas utilizam ferramentas tradicionais e consolidadas de gestão e planejamento estratégico, que não privilegiam a busca pela inovação de valor em suas propostas. Com a análise realizada nas empresas pesquisadas do setor, identificou-se a importância da utilização no processo de gestão e planejamento estratégico de ferramentas que propiciem inovação em seus modelos de negócios para que as empresas consigam diferenciar-se da concorrência na busca de novos mercados, de novas demandas e de novas ofertas de valor. A partir deste diagnóstico, utilizando-se um conjunto de ferramentas tradicionais e já conhecidas pelas empresas e de ferramentas que propiciam e privilegiam os processos de inovação de valor, propôs-se o quadro referencial de gestão e planejamento estratégico para empresas do segmento de transporte rodoviário de cargas. Este quadro referencial foi submetido a especialistas do setor e avaliado por esses em um processo de análise crítica, cujos resultados foram satisfatórios, reforçando a pertinência e validade do quadro referencial como elemento condutor para a inovação de valor nas empresas do transporte rodoviário de cargas. / The road transportation segment is characterized by fierce competition due to oversupply of carriers caused by low entry barriers, factors that contribute for the companies operating in this sector to have low profitability. The objective of this master’s dissertation is to propose a benchmark in the planning process as well as the strategic management to be eventually utilized by cargo transportation companies. At first, interviews were conducted with the industry professionals to identify which management and strategic planning tools such companies utilize. Then we attempted to identify the characteristics of the sector in order to identify which management and strategic planning tools have greater adherence to the sector in order to create the benchmark. When such tools utilized by the interviewed companies were analyzed it was noted that the companies utilize traditional and consolidated management and strategic planning tools and do not look for value innovation in their environments. With such analysis we noticed the importance to utilize tools in the companies’ management and strategic planning processes that lead to innovation in their business models, in order for such companies to gain a differential in relation to their competition when searching for new markets, new demands and new value offers. From such diagnosis, by utilizing a traditional set of tools already utilized by most companies as well as new tools that provide and privilege the value innovation processes, a benchmark for management and strategic planning for companies in the road transportation sector was proposed. This benchmark was submitted to and evaluated by industry specialists in a review process, which results were satisfactory, reinforcing the relevance and validity of the benchmark as conductive frame of reference to value innovation in enterprises of road cargo transportation.

<div>The app-based taxi services (ATS) has disrupted the traditional (street-hailing) taxi services (TTS) leading to transformative changes in the urban taxi markets and its impacts on mobility, design and environment. However, the current modeling of these new mobility markets is limited in its understanding of: (1) the underlying factors that influence the growth of the ATS market; (2) the competition of ATS and TTS markets; (3) pricing in the ATS market; (4) system wide tools to understand the impacts of the market. The overarching goal of this dissertation is to address four fundamental processes of taxi system, ranging from demand generation, supply generation and exiting, dynamic pricing generation, and vehicle-passenger matching over road network. This dissertation achieves these goals by using original large scale datasets to characterize disruptive changes in mobility, understand strategic behaviors of stakeholders, and formulate system dynamics.</div><div> </div><div>This dissertation develops various modeling structures and estimation methods, motivated from statistical, econometric, machine learning, and stochastic approaches. First, we adapt multiple econometric models for demand, supply, and platform-exiting (offline) behaviors, including mixture model of spatial lag and Poisson regression and mixture model of spatial lag and panel regression. It is apparent that all proposed econometric models should be corrected with spatial lag due to significant spatial autocorrelations. The results indicate effectiveness of dynamic pricing in controlling demand, however, it also shows no impacts on driver's online and offline behaviors. Then a dynamic pricing generation problem is formulated with multi-class classification. This model is empirically validated for the impacts of demand and supply in dynamic price generation and the significant spatial and temporal heterogeneity. Last, we propose a queueing network consisting of taxi service queues for vehicle-passenger matching and road service queue for vehicle movements at homogeneous spatial units. The method captures stochasticity in vehicle-passenger matching process, and more importantly, formulates the interactions with urban road traffic.</div><div> </div><div>In summary, this dissertation provides a holistic understanding of fundamental processes that govern the rapid rise in ATS markets and in developing quantitative tools for the system wide impacts of this evolving taxi markets. Taken together, these tools are transformative and useful for city agencies to make various decisions in the smart mobility landscape. </div>

Atualmente, o Brasil é o maior produtor de açúcar do mundo, com uma produção anual de 16,7 milhões de toneladas, onde a metade deste montante destina-se ao mercado externo. Nesse contexto, este trabalho tem o objetivo principal de investigar as principais alternativas de transporte existentes para o açúcar a granel de exportação, e propor estratégias que orientem os agentes envolvidos neste mercado a racionalizar seus custos de distribuição. São criados três grupos de cenários que representam as principais alternativas de transporte neste setor: o rodoviário porta-a-porta; o rodo-ferroviário com restrição de capacidade de embarque de açúcar; e um cenário de longo prazo de transporte rodo-ferroviário sem restrição de capacidade de embarque de açúcar. Em cada um desses grupos existe a opção de se transportar nos trechos rodoviários, tanto no porta-a-porta como nas pontas de acesso à ferrovia, com frota própria ou terceirizada. As tecnologias para frotas próprias investigadas nesse trabalho são as CVCs 2S3 e 3S3, geralmente utilizadas para o transporte do açúcar a granel, e as 3S2B2 e 3S3B3, as quais tem participações incipientes nesse mercado de transportes. A modelagem do problema leva em consideração os custos econômicos para a operação das frotas próprias e os valores de fretes cobrados para o setor tanto no modo rodoviário, como no ferroviário. Esses modelos agregados são simulados com auxílio de um sistema de informação geográfica e de planilhas eletrônicas. Ao final, conclui-se que no transporte rodoviário porta-a-porta, embora existam vantagens econômicas na operação das novas CVCs, nenhuma alternativa de frota própria mostra-se mais viável que a contratação de frota terceirizada no mercado. As análises no modo rodo-ferroviário mostram que este é mais atraente do que o rodoviário porta-a-porta para o mercado de exportação de açúcar, mesmo quando a operação tem restrições de capacidade. Numa operação hipotética sem restrições de capacidade, os ganhos econômicos gerados são da ordem 5,3% sobre a alternativa rodo-ferroviária com restrição da ferrovia para embarque de açúcar. Sugere-se a realização de uma investigação dos custos de investimento na infra-estrutura e material rodante necessários para eliminar as restrições de capacidade para este mercado. / Brazil is today the largest sugar producer of the world, with an annual production of 16,7 milion tons, where half of this amount is directed to be export market. In this context, the study has the main objective to investigate the transport alternatives for bulk sugar export and to propose strategies to the market agents involved in rationalizing the distribution costs. Three groups of scenarios are created to represent the main transportation alternatives in this sector: the door-to-door road transport; the constrained capacity road-railroad intermodal transport; and a long-term unconstrained capacity road-railroad intermodal scenario. For each of these scenarios the option of the road transport, either in the door-to-door operation or in the accesses to the railroad, with proprietary or third party fleets is investigated. The technologies for proprietary fleets considered in this investigation are the 2S3 and 3S3 combinations, generally used at present for the bulk sugar transportation, as well as the 3S2B2 and 3S3B3 LCVs, which have an incipient participation in this transportation market. The modeling considers the economic costs for the proprietary fleet operations and current freight values charged for road and rail in the bulk sugar transport sector in the region selected for the case study for the third party operation. The aggregate cost models are simulated with the support of a geographic information system and electronic spreadsheets. It is concluded that in the door-to-door road transport, even considering the economic advantages of the new LCVs technologies, none of the proprietary fleet alternatives are more cost effective than contracting third party fleets in the market. The railroad alternatives show that this alternative is more attractive than the door-to-door road transport, even considering the constraints in operating capacity. An hypothetical operation with unconstrained capacity is presented, showing that the economic gains of this alternative are in the order of 5,3% better than the best constrained capacity alternative. A suggestion to conduct an investigation on the investment costs necessary to eliminate infrastructure and rolling stock capacity constrains on the railroad network is presented.