Este trabalho contém um diagnóstico do sistema viário e de trânsito de Jaú e um plano de ações visando racionalizar o trânsito de veículos e pedestres na cidade, para proporcionar maior segurança, fluidez e comodidade nos deslocamentos. No tocante ao diagnóstico, é comentada a metodologia utilizada na sua elaboração, apontados os principais problemas detectados e apresentadas algumas informações relevantes obtidas nos levantamentos efetuados. O plano viário e de trânsito proposto para a cidade de Jaú compreende os seguintes projetos: rede viária principal, intervenções pontuais, sistema de trânsito na região central, sinalização de regulamentação e sinalização de orientação. Também são apresentados no trabalho os dispositivos viários que foram implantados para corrigir problemas graves em três interseções, bem como avaliado o desempenho dos mesmos. O trabalho contém ainda uma revisão bibliográfica sintética sobre engenharia de tráfego, bem como algumas considerações consideradas relevantes no contexto do trabalho / This work contains a diagnosis of the road and traffic system of Jaú and a plan of actions in order to improve the traffic of vehicles and pedestrians in the city, to provide greater safety, fluidity and comforts in the displacements. Concerning the diagnosis, the methodology used on its elaboration is commented, the main detected problems are pointed out and some relevant information obtained in the survey carried out is presented. The road and traffic plan proposed for the city of Jaú comprises the following projects: main road network, punctual interventions, traffic system in the central area, regulation signaling and orientation signaling. The road devices that were established to correct serious problems in three intersections are also presented, as well as the performance of them are appraised. The work still contains a synthetic bibliographical revision about traffic engineering, as well as some considerations considered relevant in the context of the work

Este trabalho contém um diagnóstico do sistema viário e de trânsito de Jaú e um plano de ações visando racionalizar o trânsito de veículos e pedestres na cidade, para proporcionar maior segurança, fluidez e comodidade nos deslocamentos. No tocante ao diagnóstico, é comentada a metodologia utilizada na sua elaboração, apontados os principais problemas detectados e apresentadas algumas informações relevantes obtidas nos levantamentos efetuados. O plano viário e de trânsito proposto para a cidade de Jaú compreende os seguintes projetos: rede viária principal, intervenções pontuais, sistema de trânsito na região central, sinalização de regulamentação e sinalização de orientação. Também são apresentados no trabalho os dispositivos viários que foram implantados para corrigir problemas graves em três interseções, bem como avaliado o desempenho dos mesmos. O trabalho contém ainda uma revisão bibliográfica sintética sobre engenharia de tráfego, bem como algumas considerações consideradas relevantes no contexto do trabalho / This work contains a diagnosis of the road and traffic system of Jaú and a plan of actions in order to improve the traffic of vehicles and pedestrians in the city, to provide greater safety, fluidity and comforts in the displacements. Concerning the diagnosis, the methodology used on its elaboration is commented, the main detected problems are pointed out and some relevant information obtained in the survey carried out is presented. The road and traffic plan proposed for the city of Jaú comprises the following projects: main road network, punctual interventions, traffic system in the central area, regulation signaling and orientation signaling. The road devices that were established to correct serious problems in three intersections are also presented, as well as the performance of them are appraised. The work still contains a synthetic bibliographical revision about traffic engineering, as well as some considerations considered relevant in the context of the work

A complete road transport system is an essential requirement of regional development. In response to changes in the overall environment, the selection of a road transport system must take into account protection of the ecosystem, social development, public awareness, economic benefit, and the financial burden placed on various levels of government. Further, since the construction of a road transport system is closely related to the rate of regional development, the selection of a road construction network and the sequence in which plans are implemented necessarily have far-reaching effects on urban development. In 2002, the Construction and Planning Agency, Ministry of the Interior (CPAMI) promulgated the ¡§living road nets transportation construction,¡¨ revised the study of mechanisms, proposed an evaluation model, and subsequently established an examination and coordination team. In fiscal 2003 and 2004, projects were selected based on the evaluation model and the plan was implemented. Looking back at the results, it has been discovered that implementation by public agencies has dealt primarily with budget implementation. An assessment of the project schedule has revealed that it does not reflect local needs. Thus, this paper employs the original evaluation model to look at revision and develop an evaluation model for objectively establishing priority in the implementation of road projects in an attempt to achieve an optimal implementation procedure that both meets local needs and achieves optimal effects. It is intended for reference by public agencies in decision making when promoting road construction. The research referred the CPAMI ¡§living road nets transportation construction,¡¨ revised the study of mechanisms, by collecting the relativity articles and discussion, using the method of Analytic Hierarchy Process proposed an evaluation model. Finally, compared with three project of ¡§Tainan living road nets transportation construction, 1¡¦st modified plain¡¨ by the two evaluation model. There¡¦s fund that the research¡¦s evaluation model is can be reflection the really condition of necessary. By the concrete evidence; the right of ¡§strengthen the transportation functions & services ability of cities¡¨ and ¡§arise the accessible, equilibrium the development of living area road system¡¨ is 0.106, &0.095, is the highest scored of all the 15 targets. There is corresponding to the characteristics of ¡§the accessible and services ability of region area is the important index of evaluated city¡¦s transportation¡¨. The right of ¡§cooperate the environment¡¦s sustainable developments¡¨ is 0.254; it¡¦s the 3rd important of the 4 object. Observed from difference region of specialists; the right of scholiasts is obviously higher than other¡¦s. So, there¡¦s a drop in evaluation between researching units and excusing units about sustainable development. At last, by compared with three project of living road nets transportation construction, there¡¦s a result; the score of ¡§raising the excusing of living road nets transportation construction¡¨ have no difference, but the score of ¡§cooperate the environment¡¦s sustainable developments¡¨ have much difference. It indicates that ¡§Under the prevailing trend of thought of sustainable development, the cost of economics wasn¡¦t the main consideration of transportation construction, the cities construction is pay much attention to environment & social cost¡¨.

Doctor of Philosphy(PhD) / This thesis develops and evaluates the utility of an operational approach to the archaeological study of transport in empires, focussed specifically on the remains of the transport system built by the Khmer Empire (9th to 15th centuries CE) that radiated out from the capital of Angkor to its provincial centres across mainland Southeast Asia. Previous research on the Angkorian transportation system has focussed on culture historical approaches while interpretations of the systemic construction and function are largely linked to one ruler, Jayavarman VII (1181-1219 CE), through a single inscription. The operational approach used in this thesis is derived from an integration of several theoretical and methodological perspectives: 1) Transport Geography theory (i.e., nodes, links, cultural function); 2) historical examples of transport components (i.e., rest stops, roads) and the ‘life-cycle’ concepts that characterize them (i.e., planning, seasonality,); 3) the range of methods that archaeologists use to locate, describe and analyse artefacts of transportation; and 4) identification of the general imperial requirements of transportation (i.e., shifting boundaries, control over resources). A comprehensive investigation of the spatial, temporal and functional aspects of the Angkorian transport system identifies a general plurality of development and function. Results of this study show: 1) there is no single unified transport plan; 2) the transport components, including the routes over which the roads were formalized, were the product of developments between the 11th to 13th centuries CE; and 3) site and resource location indicate that the land- and riverine-based transport systems served different yet complementary functions. From this study new directions for research are identified emphasizing the role of transportation at various scales and in various aspects of Angkorian society. The operational approach is viewed as a vital step in connecting the diverse requirements and activities of empires within an integrated and methodologically-rigorous framework.

Doctor of Philosphy(PhD) / This thesis develops and evaluates the utility of an operational approach to the archaeological study of transport in empires, focussed specifically on the remains of the transport system built by the Khmer Empire (9th to 15th centuries CE) that radiated out from the capital of Angkor to its provincial centres across mainland Southeast Asia. Previous research on the Angkorian transportation system has focussed on culture historical approaches while interpretations of the systemic construction and function are largely linked to one ruler, Jayavarman VII (1181-1219 CE), through a single inscription. The operational approach used in this thesis is derived from an integration of several theoretical and methodological perspectives: 1) Transport Geography theory (i.e., nodes, links, cultural function); 2) historical examples of transport components (i.e., rest stops, roads) and the ‘life-cycle’ concepts that characterize them (i.e., planning, seasonality,); 3) the range of methods that archaeologists use to locate, describe and analyse artefacts of transportation; and 4) identification of the general imperial requirements of transportation (i.e., shifting boundaries, control over resources). A comprehensive investigation of the spatial, temporal and functional aspects of the Angkorian transport system identifies a general plurality of development and function. Results of this study show: 1) there is no single unified transport plan; 2) the transport components, including the routes over which the roads were formalized, were the product of developments between the 11th to 13th centuries CE; and 3) site and resource location indicate that the land- and riverine-based transport systems served different yet complementary functions. From this study new directions for research are identified emphasizing the role of transportation at various scales and in various aspects of Angkorian society. The operational approach is viewed as a vital step in connecting the diverse requirements and activities of empires within an integrated and methodologically-rigorous framework.

Orientador: Cássio Eduardo Lima de Paiva / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo / Made available in DSpace on 2018-08-16T15:32:09Z (GMT). No. of bitstreams: 1 Rodrigues_JoseLuizFuzaro_M.pdf: 1225275 bytes, checksum: 74ead417080ac4cac1113725d01dd054 (MD5) Previous issue date: 2010 / Resumo: Dado aos altos números de acidentes e de vítimas no Brasil e à insuficiência de recursos disponíveis para a correção de todos os problemas, surge a oportunidade de se adotar uma abordagem pró-ativa utilizando-se as Auditorias de Segurança Viária para identificar os locais potencialmente inseguros ao longo das vias, possibilitando identificar os locais mais perigosos e permitindo assim agir com mais critério de modo a aplicar os recursos existentes e aumentar a segurança das vias. Utilizando-se das técnicas de Auditoria de Segurança Viária, pretende-se com este trabalho identificar os locais potencialmente perigosos e os elementos da via que contribuem para a ocorrência e o aumento do risco de acidentes nos trechos selecionados, avaliando-se os resultados obtidos e o potencial de melhoria na segurança viária. Foram analisados 11 (onze) trechos rodoviários, onde se aplicou as técnicas de ASV. Procurou-se ter uma representatividade de diversas categorias de rodovias, desde as rodovias de pista simples até as auto-estradas, sob jurisdição do Estado (DER), de empresas privadas (concessionárias de rodovia) e de empresa de economia mista (Dersa), de modo a obter dados abrangentes e que permitissem a avaliação proposta. O experimento conseguiu apontar e quantificar fatores inseguros nas rodovias em estudo, permitindo que se faça um planejamento para sua eliminação ou redução da sua periculosidade. A condução do experimento utilizando diferentes classes de rodovias, sob jurisdições distintas, permitiu comparar os resultados de campo e o desempenho de segurança de cada trecho, se mostrou eficaz em apontar as deficiências de segurança e permitiu analisar a segurança por tipo de ocorrência, por tipo de rodovia e por tipo de administração / Abstract: Given the high number of accidents and victims on the road network of Brazil and the inadequacy of resources available to correct all safety deficiencies, there comes the opportunity to adopt a proactive approach using Road Safety Audits to identify places with safety problems along the highways, thus identifying the high-risk situations and enabling a better focus on the expenditure of available resources to increase road safety. Using Road Safety Audit techniques, this paper intend to identify potentially dangerous locations and the elements of the road that contribute to the occurrence and the increase of risk of accidents in selected segments, evaluate the results and the potential for improvement in road safety. Eleven (11) road segments have been analyzed using RSA techniques. There was an effort to have a representation of different categories of roads, from single lane roadways up to expressways, under State jurisdiction (Highway Department), private companies (concessionaires) and mixed capital company (Dersa) to obtain comprehensive data that would allow the proposed evaluation. The experiment pointed out and quantified unsafe factors on highways under study, thus allowing the planning for their elimination or reduction of their risk. The conduct of the experiment using different road categories under distinct jurisdictions permitted a comparison of the field results and safety performance of each segment. This was effective in pointing out the safety weaknesses and made it possible to analyze safety by type of occurrence, type of highway and by type of administration / Mestrado / Transportes / Mestre em Engenharia Civil

Esse trabalho tem como objetivo compreender como as mudanças socioeconômicas geraram transformações no sistema viário - caminhos, ferrovia, rodovias - e induziram a ocupação urbana - indústrias, loteamentos, condomínios - da cidade de Sorocaba em diferentes períodos - desde a sua fundação em 1661 até o ano de 2000. A partir de características socioeconômicas regionais e urbanas, descrevemos e analisamos o processo de evolução urbana de Sorocaba com o auxílio de croquis-síntese que ilustram o seu crescimento urbano. / This study aims to understand how the socioeconomic changes have brought out modifications in the road system - paths, railways, roads - and influenced the urban occupation -industries, subdivisions and condominiums - of the city of Sorocaba indifferent periods - since its foundation in 1661 until the year 2000. Taking into account urban and regional socioeconomic characteristics, this work describes and analyzes the process of Sorocaba\'s urban development based on sketches that illustrate its urban growth.

Esse trabalho tem como objetivo compreender como as mudanças socioeconômicas geraram transformações no sistema viário - caminhos, ferrovia, rodovias - e induziram a ocupação urbana - indústrias, loteamentos, condomínios - da cidade de Sorocaba em diferentes períodos - desde a sua fundação em 1661 até o ano de 2000. A partir de características socioeconômicas regionais e urbanas, descrevemos e analisamos o processo de evolução urbana de Sorocaba com o auxílio de croquis-síntese que ilustram o seu crescimento urbano. / This study aims to understand how the socioeconomic changes have brought out modifications in the road system - paths, railways, roads - and influenced the urban occupation -industries, subdivisions and condominiums - of the city of Sorocaba indifferent periods - since its foundation in 1661 until the year 2000. Taking into account urban and regional socioeconomic characteristics, this work describes and analyzes the process of Sorocaba\'s urban development based on sketches that illustrate its urban growth.

In recent years, Electric Road Systems (ERS) has emerged as a potential solution for sustainable road transport. However, early ERS commercialization has turned out to be challenging and it is needed to better understand what drives a user’s decision to adopt ERS. Previous studies have covered the technical aspects of ERS, but there is a gap in the current research about the user perspective regarding interests and barriers that influence ERS adoption. Moreover, prior research has defined the early adopters of ERS to be direct users that operate heavy vehicles on short repetitive routes. However, a problem with this user approach is that some important industry dynamics, which seems to make a significant impact on adoption, is disregarded. Therefore, this exploratory case study takes a wider approach and aims to analyze the barriers that exists for both direct and indirect users in ERS adoption. The study is based on the inductive, wireless ERS technology provided by ElectReon AB. Furthermore, the Swedish Transport Administration pilot project on highway 73 is used as an illustrative case to deepen the analysis and exemplify results. The data is primarily collected from interviews with the defined user types, as well as from interviews with some of Sweden’s leading experts within ERS. The interviews are complemented by written reports within the area of transportation and ERS. The analysis builds on two main user segments within the industry of transportation. The first segment is Passenger Transport, which includes the following two user types: Public bus transport and Commercial bus transport. The second segment is Transportation of Goods, which includes the following user types: Transport buyers, Transport providers, Freight forwarders and Logistic hubs. The results of the study show that the general interests for ERS are simple and mainly include an improved value proposition and profitable investments. However, the barriers are complex and multidimensional, and they originate from dependency in incumbent fuel technologies which creates lock-in effects hindering adoption. The study further shows that wireless ERS may open up for novel business models, which can minimize the experienced barriers for different users. Minimizing efforts for barriers can efficiently be evaluated based on a model with two variables: “risk in adoption” and “industry influence”. The main contribution from this study is that it illuminates the importance of taking a wider user approach and including indirect users and environmental aspects (such as market forces) in the analysis when evaluating ERS adoption. / Under de senaste åren har elvägar vuxit fram som en potentiell lösning för hållbara vägtransporter. Trots detta är det påtagligt att tidig kommersialisering av elvägar innefattar många utmaningar och det saknas djupare förståelse för de drivkrafter som påverkar användarnas beslut att övergå till tekniken i en tidig utvecklingsfas. Tidigare forskning har i stor utsträckning utrett de tekniska aspekterna inom elvägar, men det saknas forskning om användarperspektivet med avseende på intressen och barriärer som påverkar övergången till tekniken. Dessutom har föregående forskning definierat tidiga användare av elvägar till att vara någon form av operatör av tunga fordon på korta, repetitiva rutter - vilket därmed syftar till direkta användare. Problemet med detta angreppssätt är att det förbiser viktiga dynamiska aspekter i industrin som har stor inverkan på användarnas övergång till elvägar. Av denna anledning antar denna utforskande fallstudie ett bredare angreppssätt och analyserar barriärer som existerar både för direkta och indirekta användare för att övergå till elvägar. Studien är baserad på den induktiva elvägstekniken som ElectReon AB tillhandahåller. Dessutom används Trafikverkets pilotprojekt på riksväg 73 som en illustrativ fallstudie för att fördjupa analysen och exemplifiera resultat. Data är framförallt insamlad via intervjuer med de definierade användarna, men även från intervjuer med några av Sveriges ledande experter inom elvägssystem. Intervjuerna kompletteras med tillgängliga rapporter inom ämnet transport och elvägar. Analysen bygger på två identifierade användarsegment inom vägtransport. Det första segmentet är passagerartransporter, vilket inkluderar kollektivtrafik med buss och kommersiell busstrafik. Det andra segmentet utgörs av godstransporter, vilket inkluderar de följande användartyperna: transportköpare, åkare, speditörer och logistik-hubbar. Resultatet av studien visar att de intressen som driver användare till att övergå till elvägar är relativt simpla, och rör sig främst om ett förbättrat värdeerbjudande och sänkta kostnader. Däremot är barriärerna bevisligen mer komplexa och multi-dimensionella och uppstår då användare är beroende av den etablerade fordonstekniken, vilket skapar inlåsningseffekter som hindrar en teknisk övergång. Studien visar dessutom att trådlös elvägsteknik kan öppna upp för nya affärsmodeller som i sin tur kan minimera effekterna från barriärerna. Dessa effektminskningar kan utvärderas baserat på en modell uppbyggd av två variabler: risk och inflytande. Studiens viktigaste bidrag till utvecklingen av elvägar är att den belyser vikten av att ta ett bredare angreppssätt på användarperspektivet och även inkludera indirekta användare och de krafter som verkar inom användarmarknaden i analys av övergång till elvägar.

O crescimento constante no número de empreendimentos rodoviários licenciados em âmbito federal desde a instituição da Resolução Conama nº 001 de 1986, que estabeleceu a obrigatoriedade de elaboração de EIA e RIMA para implantação de empreendimentos com significativo impacto ambiental, demonstra a importância deste tipo de intervenção no território, particularmente contexto nacional. Tendo em vista suas características de construção e expressão espacial, os impactos associados à sua implantação e operação são extremamente relevantes em termos espaciais e de volume de material mobilizado. Contraditoriamente, os EIAs e demais estudos ambientais de avaliação e monitoramento do impacto de rodovias apresentam, usualmente, abordagens genéricas e introdutórias, no que tange ao meio físico e, mais especificamente, à geomorfologia, negligenciando a magnitude e expressão espacial e temporal das mudanças, efeitos e impactos deste tipo de intervenção. A presente pesquisa objetivou identificar e caracterizar, qualitativa e quantitativamente, com base nos referenciais da ciência geomorfológica, a natureza das mudanças, efeitos e impactos potenciais de rodovias no meio físico, em relação às formas, materiais e processos afetados por sua implantação. Realizou-se pesquisa bibliográfica abrangendo a Geomorfologia Aplicada, Geomorfologia Antropogênica, Cartografia Geomorfológica, Geologia de Engenharia, Geotecnia e manuais de avaliação de impactos no meio físico, levantando conceitos-chave destas disciplinas, as diferentes abordagens ao tema e sistematizando os principais efeitos e impactos no sistema geomorfológico. Esta sistematização subsidiou a seleção e proposição de geoindicadores para avaliação de impactos, estruturada em quadro síntese apresentado como resultado metodológico. Para validação dos geoindicadores propostos, selecionou-se como universo de análise, bacia hidrográfica localizada em São Bernardo do Campo, segmentada pelo Trecho Sul do Rodoanel Mário Covas (SP-021). Diante das características de sua intervenção e da disponibilidade de insumos para análise, selecionou-se seis recortes temporais, representativos das fases pré-intervenção, intervenção ativa e intervenção consolidada. Obtiveram-se como resultados, valores e descrições derivadas da aplicação dos geoindicadores em cada fase, bem como quadro síntese, com os resultados de todos os períodos, possibilitando a comparação e análise dos geoindicadores para avaliação da magnitude dos efeitos e impactos geomorfológicos da implantação e operação da rodovia na área de estudo. Ao final realizou-se considerações sobre a metodologia empregada, apontando suas vantagens, limitações e encaminhamentos para pesquisas futuras. De modo geral, os resultados contribuíram para o conhecimento geomorfológico dos efeitos e impactos no meio físico associados a esta categoria de intervenções, para o aprimoramento e maior inserção da Geomorfologia Antropogênica e da proposta dos geoindicadores nesta discussão, assim como, para as possibilidades de complementação e adoção de novas abordagens nas avaliações de impactos e estudos do meio físico. / The constant growth of licensed road projects, at the national level, since CONAMAs established the obligation of EIA/RIMA for the implementation of projects with significant environmental impact (Resolution 001/86), demonstrates the importance of these interventions in the territory, particularly in the Brazilian context and its landscape. Given their building technical features and spatial expression, the impacts associated with its implementation and operation are extremely relevant in spatial terms and related to the volume of material. Incoherently, EIAs and other environmental assessments (e.g. monitoring projects of the impact of roadways), regarding the physical environment - more specifically, concerned with geomorphology - usually analyze this issue with generic and introductory approaches, neglecting the magnitude, spatial and temporal expressions of changes derived from this type of intervention. This research intended to identify and characterize (qualitatively and quantitatively), based on the conceptual tools of geomorphological science, the nature of changes, effects and impacts of highways on geomorphological systems (forms, materials and processes) produced by its implementation. A great literature research was made covering Applied Geomorphology, Anthropogenic Geomorphology, Geomorphological Mapping, Engineering Geology, Geotechnical and Impact Assessment Manuals. Key concepts of these disciplines were raised and an important effort was made to identify different approaches of the subject and to systematize the main effects and impacts on geomorphological systems. This systematization supported the selection and proposition of geoindicators for impact assessment, which was structured in a summary table presented as a methodological result. In order to validate the geoindicators proposed, we applied them on a watershed located in São Bernardo do Campo (São Paulo, Brazil), segmented by the Southern Section of Mário Covas beltway (SP-021). Considering the characteristics of the intervention and the availability of inputs for analysis, we selected six temporal scenarios which are representative of the phases of roadways implementation: pre-intervention, active intervention and consolidated intervention. As a result, values and descriptions derived from the application of geoindicators at each phase were explored, as well as summary table with the results achieved for all periods was formulated, allowing comparison and analysis of geoindicators to assess the magnitude of geomorphic effects and impacts in the study area. Finally, discussions on the methodology applied, were developed, pointing its advantages, limitations and possibilities for future research. Generally, we considered that the results obtained were important and contributed to the geomorphological knowledge of the effects and impacts on the physical environment associated with this category of interventions. They were also valuable for improvement and greater inclusion of Anthropogenic Geomorphology and the proposal of geoindicators, as well as for supplementary possibilities and adopting of new approaches in impact assessments and studies of the physical environment.