The aim of this study was to create a profile of the agricultural tourism industry in the Garden Route area of South Africa, and to determine what general influence agricultural tourism has on the macro environment (rural area) with regard to socio- economic development, as ell as on the micro environment (farm) with regard to the generating of additional income. This study only includes agricultural operations (farms) in the Garden Route area that practice tourism activities. Out of 54 potential agricultural units that were identified, 46 were willing to participate in the study. Information from only 40 of the abovementioned units was finally included in this study. Six agricultural units could not supply sufficient information during the surveys. Data were gathered by means of a scientifically compiled questionnaire. All the individuals involved in this study completed this questionnaire by means of a personal interview. The aspects investigated in order to compile a profile were the characteristics of the suppliers, activities and the extent of the agricultural tourism industry. In order to determine the contribution of agricultural tourism on micro- and macro levels, aspects such as the contribution to farming turnover were investigated as well as the socioeconomic contribution in view of the infrastructure development, job creation, education and housing. The results of this study indicate that 78% of respondents are aged 40 years and older, are mainly male, and, in most of the cases, married (95%). Agricultural tourism enterprises in the Garden Route area are, in most cases (60%), managed by the farmers’ wives. The business type whereby respondents’ agricultural tourism enterprises are conducted, is as follows: in 72.5% of the cases a sole ownership, 17.5% a private company, 5% a partnership, 2.5% a closed corporation and the other remaining 2.5% is managed as a trust. The majority (65%) of persons involved in the management of the agricultural tourism enterprise has received some form of tertiary education. A degree of statistical significance (p = 0.0728) exists between the education level of the type of person/persons that manages the tourist branches and the type of activity category that is offered. In 65% of the cases the farms that offered agricultural tourism, were smaller than 500 hectare. A negative correlation (r² = -0.31700; p<0.0001) was found between farm size and the total farming turnover per year. This trend is even more distinctive (r² = -0.47156; p<0.0001) for farms smaller than 1 000 ha. A statistically meaningful (p = 0.0115) relationship exists between farm size and the number of activities that were offered. This occured in cases where farms were smaller than 1 000 ha. In 25% of the cases only one agricultural tourism activity was offered, 12.5% of these farms were 100 ha or smaller. The maximum number of activities that were offered was 11 and it was found in 3.13% of the cases. A highly statistically meaningful (p = <0.0001) connection exists between the percentage tourism turnover per year and the different types of activity categories that were offered. In 35.75% of the cases these activity categories earned between 1 and 10% of the yearly tourism turnover. A highly statistically meaningful (p = 0.0036) connection also exists between the degree of popularity and the type of activity category that was offered. In 53.07% of the cases the most popular activities were those that are nature-based, followed by accommodation-based activities (23.46%). In 82.5% of the cases additional income was the main reason for offering agricultural tourism. Other distinctive reasons were the love for people (50%) and the desire to share the farm life and beauty with others (25%). The tourism activities that were offered on the farms were respectively, guest houses (62.5%) followed by hiking trails (57.5%) and swimming opportunities (32.5%). Wildlife viewing was the activity that has been offered for the longest period of time, some 11,5 years. The general location of the agricultural tourism operations were 21.9 km from towns and 9.65 km from main routes. Word-of-mouth was the most successful marketing method, followed by the use of own brochures (90%) and local tourism bureau brochures (87.5%). A degree of statistical significance (p = 0.0902) exists between the number of marketing methods and the average percentage of the tourism branch as a total part of the total farming turnover per year. A positive correlation (r² = 0.29118; p<0.0001) exists between the number of marketing methods and the total farming turnover per year. Visitors to the agriculture tourism operations were in 55% of the cases mainly domestic tourists, followed by 25% that includes both domestic and foreign tourists, and a further 20% that mainly includes foreign tourists. The majority (67.5%) of operations indicated that agricultural tourism formed less than 30% (between 2% and 30%) of their annual agricultural turnover, 5% between 30% - 50%, 25% between 80% - 100% of their turnover, while 2.5% generated no income from agricultural tourism. A highly statistically meaningful (p = 0.0010) relationship exists between the percentages that the tourism branch contributes as a total of the farming turnover per year and the number of years that the respondents hade been involved in the offering of agricultural tourism. A positive correlation (r² = 0.30005; p<0.0001) exists between the number of years involved with the offering of agricultural tourism and the average percentage of the total farming turnover per year. New infrastructure was created by 40% of the providers, a further 12.5% partially created new infrastructure, while 47.5% made use of infrastructure that was already in place. Thus far job opportunities have been created for 58 people of whom 13.79% are male and 86.21% are female. A statistically meaningful (p = 0.0406) relationship exists between the number of workers that had to be appointed additionally and the number of activities that were offered. In 17.5% of the cases it was only needed to appoint one worker, followed by 2.5% that appointed three workers each, 5% that had to appoint four workers each and a further 2.5% that had to appoint seven workers each. There are 27.5% of agricultural tourism providers that had to appoint additional workers, 20% provided education to those workers and 36.36% of the above-mentioned provided housing to those workers and their dependants. A statistically meaningful (p = 0.0209) relationship exists between education provided to workers that had to be appointed additionally and the type of activity combination that was presented. A degree of statistical significance (p = 0.0691) exists between housing provided to additional workers and the number of activities that were presented. A statistically meaningful (p = 0.0455) relationship further exists between housing provided to workers that had to be appointed additionally and the type of activity combination that was presented. From the results of this study it appeared that the development of agricultural tourism in the Garden Route area has a positive impact on the micro- and macro environments of the rural areas. This impact can make a direct or indirect contribution to the socio-economic development of this region and it can induce the generation of additional income, infrastructure development, job creation, education and housing. This study suggests that there is significant potential for the further development and exploitation of agricultural tourism.

The diploma thesis is focused on monitoring of cycle tourism on a selected section of the Elbe route between the cities of Prague and Roudnice nad Labem. The main goal of the thesis is to analyse current situation on this selected section of the route and to find out about its economic benefits. The theoretical part consists of explanation of the basic cycling terminology and the subjects supporting the cycle tourism are also presented there. Additionally prospective possibilities of funding are introduced there. The last two chapters of the theoretical part are focused on monitoring of the cyclists and the product of the Elbe route. The practical part analyses the selected section of the Elbe route.

No description available.

京都大学 / 0048 / 新制・課程博士 / 博士(地球環境学) / 甲第20542号 / 地環博第163号 / 新制||地環||33(附属図書館) / 京都大学大学院地球環境学舎環境マネジメント専攻 / (主査)教授 柴田 昌三, 教授 星野 敏, 准教授 深町 加津枝 / 学位規則第4条第1項該当 / Doctor of Global Environmental Studies / Kyoto University / DFAM

Level of Traffic Stress (LTS) is a four-level system that classifies the stress experienced by cyclists on road segments and at intersections. While LTS has been used in past studies to assess cycling connectivity, accessibility, and safety, very little is known concerning its influence on cycling preferences. This study investigates this topic using a dataset containing 323,163 unique GPS trajectories of Hamilton Bike Share (HBS) users collected over a 12-month period (January 1st to December 31st, 2019). A GIS-based map-matching algorithm is used to generate users’ routes from these trajectories along with attributes such as route length, number of intersections, and number of turns. Unique routes and their use frequencies are then extracted from all routes. The most popular routes between bike share hub (station) pairs are then identified as dominant routes while shortest distance routes are derived by minimizing distance traveled. Weighted level of traffic stress (WLTS), a novel measure of impedance (travel cost) developed for this study, is used to derive the least stressful routes between hub pairs. The three types of routes are compared statistically. The comparison finds that HBS users tend to choose longer routes with bicycle infrastructure in an effort to reduce their traffic stress. However, they do not choose to minimize traffic stress in its entirety by choosing the lowest WLTS routes. In other words, dominant routes are not the least stressful routes in a bike share system. Likewise, minimizing distance is not the sole consideration of HBS users. The findings suggest that other factors also influence route choice. This study not only enhances our understanding of cyclist route preferences with respect to LTS, it also presents a novel measure of impedance – WLTS – that could be used when planning new cycling infrastructure or as an alternative means to route cyclists between origins and destinations. / Thesis / Master of Science (MSc)

Il existe actuellement plusieurs modèles qui permettent de prédire le comportement et les performances d'un véhicule. Le succès ou non de ces modèles donnera le consentement pour le développement et l'intégration d'équipements hors-route utilisés dans la construction, l'agriculture et les véhicules de loisirs. Cependant, la représentation du sol dans ces modèles montre des limitations concernant au comportement de l'interface pneu-sol. Premièrement, la teneur en eau et le compactage sont des facteurs qui influencent le comportement rhéologique du sol et cette résistance à se déformer est à la fois influencée par les différentes formes d'application de chargement le long d'une trajectoire du pneu sur une particule de sol. Par conséquent, ce projet cherche à s'appuyer sur les fondements de la géotechnique routière pour la prédiction des performances des matériaux soumis à des charges cycliques. Des fondamentaux qui permettront de développer des outils pour comprendre, d'un autre point de vue, l'interaction entre les sols et les pneus provenant des véhicules hors-route. / There are currently several models that can be used to predict a vehicle's behaviour and performance. The success or failure of these models will give consent for the development and integration of off-road equipment used in construction, agriculture, and recreational vehicles. However, the soil representation in these models shows limitations in the behaviour of the tyre-ground interface. Firstly, moisture content and compaction are factors that influence the rheological behaviour of the soil and this resistance to deformation is both influenced by different forms of loading application along a tyre's trajectory on a soil particle. Therefore, this project seeks to build on the foundation of the geotechnics of roads for the prediction of the performance of materials subjected to cyclic loading. These fundamentals will enable the development of tools to understand, from another point of view, the nteraction between soils and tires from off-road vehicles.

This thesis examines the existence of a dominant route between a hub pair and factors that influence bike share cyclists route choices. This research collects 132,396 hub to-hub global positioning system (GPS) trajectories over a 12-month period between April 1, 2015 and March 31, 2016 from 750 bicycles provided by a bike share program (BSP) called SoBi (Social Bicycles) Hamilton. Then, a GIS-based map-matching toolkit is used to convert GPS points to map-matched trips and generate a series of route attributes. In order to create choice sets, unique routes between the same hub pair are extracted from all corresponding repeated trips using a link signature tool. The results from t statistics and Path-size logit models indicate that bike share cyclists are willing to detour for some positive features, such as bicycle facilities and low traffic volumes, but they also try to avoid too circuitous routes, turns, and steep slopes over 4% though detouring may come with a slight increase in turns. This research not only helps us understand BSP cyclist route preferences but also presents a GIS-based approach to determine potential road segments for additional bike facilities on the basis of such preferences. / Thesis / Master of Science (MSc)

À travers les années, l'industrie de la téléphonie a su déployer une multitude de moyens de communication fiables. Son infrastructure garantit une transmission efficace de données, incluant la voix et d'autres contenus, par des voies filaires et sans-fil avec une fiabilité visant les 99,999 %. Cette fiabilité a toutefois un prix; le déploiement des infrastructures nécessaires doit être planifié soigneusement. Ce modèle rigide est bien mal adapté aux situations nécessitant le déploiement rapide d'un réseau, comme une situation d'urgence ou un déploiement militaire. Afin de mettre en place efficacement un système temporaire de communications, un réseau "ad hoc" mobile peut être utilisé. Ce type de réseau dynamique utilise tous les noeuds qui le composent afin de transmettre l'information entre une source et une destination. Toutefois, les protocoles de routage utilisés dans ce type de réseau ne sont présentement pas bien adaptés pour les contenus multimédia nécessitant un flux constant de données, comme la téléphonie sur IP (VoIP). Ce projet de recherche a été divisé en trois volets. Tout d'abord, une étude des solutions existantes a été effectuée. Cette dernière a identifié quatre métriques d'intérêt pour mesurer la performance des réseaux "ad hoc" dans un contexte de VoIP: le délai, la gigue, la fréquence d'interruptions et leur durée moyenne. Il a été montré que sous sa forme actuelle, le protocole AODV est présentement mal adapté pour les réseaux transportant des flux de type VoIP. De plus, le standard IEEE 802.11 a été identifié comme l'un des principaux responsables des piètres performances des réseaux "ad hoc" mobiles. Le deuxième volet du projet a porté sur la conception d'un algorithme, basé sur un filtre de Kalman, devant prévenir la perte de route afin de réduire le nombre d'interruptions subies par un utilisateur de VoIP sur un réseau "ad hoc" mobile. L'algorithme consiste à estimer la puissance de signal reçu de chacun des noeuds voisins ainsi que la vitesse de variation de cette puissance. En connaissant le niveau minimum de puissance nécessaire à la réception d'un message, il est ainsi possible d'estimer la durée de vie restante de chacun des liens vers les noeuds voisins. Une recherche de route aléatoire est déclenchée lorsque la durée de vie prévue d'un lien devient trop courte. L'algorithme a été ajouté aux protocoles AODV et OLSR. Les résultats de simulations ont été mitigés avec AODV. Par contre, pour OLSR, les résultats ont été fort prometteurs. Globalement, la fréquence d'interruptions à survenir sur le réseau a diminué, tout comme la durée totale de ces dernières. Finalement, le troisième volet du projet a porté sur la construction d'un banc d'essais physiques permettant de tester l'algorithme de prévention de perte de route. Ce banc d'essais s'est avéré une preuve de concept pour la construction d'environnements de plus grande envergure. Les résultats obtenus à l'aide de ce dernier sont venus appuyer les résultats obtenus lors des simulations.

Effects of route choice by Advanced Traveller Information Service (ATIS) were investigated in a study. To support the route choice behavior, the possibility of using collective traffic management systems which are mounted in public road space. To investigate what factors and what information must be communicated to the driver so that they change their route. In this work ATIS be examined in city traffic. The empirical study will verify what the role of ATIS is and which characteristics of the Information Service influence the decision strat-egy. Variable Message Signs will inform the driver while driving on possible alternatives and issues that have a major impact on the driver\\\'s decision. Here, the driver does not always make a decision within the meaning of homo oeconomicus, which increases the subjective benefits. But other determinants such as socio-demographic variables interacts with decision.

The transmitting of video content over Vehicular Ad Hoc Networks (VANETs) faces a great number of challenges caused by strict QoS (Quality of Service) requirements and highly dynamic network topology. In order to tackle these challenges, multipath forwarding schemes can be regarded as potential solutions. However, route coupling effect and the path length growth severely impair the performance of multipath schemes. In this thesis, the current research status about video streaming over VANETs as well as multipath transmissions are reviewed. With the demand to discover a more suitable solution, we propose the Location-Aware Multipath Video Streaming (LIAITHON+) protocol to address video streaming over urban VANETs. LIAITHON+ uses location information to discover relatively short paths with minimal route coupling effect. The performance results have shown it outperforms the underlying single path solution as well as the node-disjoint multipath solution. In addition, the impact of added redundancy on the multipath solution is investigated through LIAITHON+. According to the results, added redundancy has a different impact depending on the data rate.