by Poon Ming-tak, Terence. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1988. / Bibliography: leaf 96.

Un modèle structurel est fourni afin d'appréhender les phénomènes de capacité dans un modèle d'affectation de flux de voyageurs sur un réseau de transport collectifs. Cela a été fondé sur une représentation du réseau de transports collectifs en deux couches : sur la couche inférieure, le modèle traite séparément chaque sous système du réseau (ligne, station et rabattement) en fonction des effets de capacité spécifiques ; sur la couche supérieure, le choix d'itinéraire d'un voyageur individuel est adressée par une représentation du réseau en leg (ou segment de ligne) en utilisant le coût et les caractéristiques opérationnelles des sous-systèmes respectifs. On établit une cadre novateur pour modéliser les effets de capacité et on développe le modèle CapTA (pour Capacitated Transit Assignment). Il s'agit d'un modèle d'affectation de flux systémique et modulaire. Il adresse les phénomènes de capacité ci dessous : La qualité du service en véhicule est liée au confort de voyageurs à bord. L'occupation d'états de confort hétérogènes (places assises, strapontins et debout à de densités de voyageurs variables) influence la pénibilité perçu du voyage ; La capacité du véhicule à la montée impacte le temps d'attente de voyageurs et leur distribution aux missions disponibles ; La capacité de l'infrastructure de la ligne établit une relation entre le temps de stationnement des véhicules (and par extension les flux de voyageurs en montée et en descente) et la performance des missions et leur fréquence de service. Ces phénomènes sont traités par ligne d'exploitation sur la base d'un ensemble des modèles locaux qui rendent de flux et de coût spécifiques. Par conséquent, ils modifient les conditions locales d'un trajet en transports collectifs pour chaque voyageur individuel. Cependant, ils doivent être adressés dans le cadre d'un réseau de transports collectifs afin de recueillir leur effet sur les choix d'itinéraire sur le réseau ; essentiellement sur les arbitrages économiques qui impactent le choix entre itinéraires alternatifs. Leur traitement sur la couche réseau garantir la cohérence du choix d'itinéraire. Le modèle de station traite de contraintes de capacité spécifiques et évalue les conditions locales de marche, qui est sensible aux interactions des voyageurs à l'intérieur de la station : le goulot instantané à l'entrée d'un élément de circulation retard l'évacuation de la plateforme ; la densité de voyageurs et l'hétérogénéité des leur flux ralenti les voyageurs qui circulent dans une station ; la présence de l'information en temps réel influence le processus de décision des voyageurs. Ces effets n'ont pas seulement un impact sur le choix d'itinéraire à l'intérieure de la station, mais notamment ils modifient les choix de service sur le niveau du réseau. La Région Ile-de-France fournit un champ d'application idéal pour un modèle d'affectation de flux de voyageurs en transport collectifs sous contraintes de congestion. Plus précisément, il est utilisé dans le cadre du modèle CapTA pour illustrer les capacités de simulation et la finesse de l'approche de modélisation adoptée. Le réseau de transports collectifs contient 1 500 missions de cars et autocars, tout comme 260 missions ferroviaires et inclut 14 lignes de métro et 4 lignes de tramway. L'affectation de trafic à l'heure de pointe du matin est caractérisée d'une charge importante en voyageurs sur les sections centrales de lignes ferroviaires qui traversent la ville. Un temps de stationnement élevé, en raison de flux de montée et descente, et la réduction de la fréquence de service impactent la capacité des missions et des lignes. Le temps généralisé d'un trajet est impacté notamment de sa composante de confort à bord. De résultats détaillés sont présentés sur le RER A, la ligne la plus chargée du réseau ferroviaire régional / A structural model is provided to capture capacity phenomena in passenger traffic assignment to a transit network. That has been founded on a bi-layer representation of the transit network : on the lower layer the model addresses each network sub-system (line, station and access-egress) separately, on the basis of specific capacity effects ; on the upper layer a leg-based representation is used with respect to the sub-systems' costs and operating characteristics to address the trip maker's path choices. We establish a novel framework for modelling capacity effects and develop the CapTA network model (for Capacitated Transit Assignment). It is systemic and modular and addresses in particular the following capacity phenomena, the in-vehicle quality of service is linked to the comfort of the passengers on-board. The occupation of heterogeneous comfort states (seats, folding seats and standing at different passenger densities) influences the perceived arduousness of the travel ; the vehicle capacity at boarding influences the waiting time of the passengers and their distribution to the transit services ; the track infrastructure capacity relates the dwelling time of the vehicles (and by extent the alighting and boarding flows) with the performance of the transit services and their service frequency. These phenomena are dealt with by line of operations on the basis of a set of local models yielding specific flows and costs. Accordingly, they modify the local conditions of a transit trip for each individual passenger. However, these should be addressed within the transit network in order to capture their effect on the network path choices; essentially the economic trade-offs that influence the choice between different network itineraries. Their treatment in a network level assures the coherence of the path choice. Equivalently, a station sub-model addresses specific capacity constraints and yields the local walking conditions, sensible to the interaction of the passengers in the interior of a station : the instant bottleneck created at the entry of the circulation elements delays the evacuation of the station platforms; the passenger density and presence of heterogeneous passenger flows slows down the passengers who circulate in the station; and the presence of real-time information influences the decision making process of the transit users exposed to. These effects do not only impact locally the in-station path choice, but most notably they modify the choices of transit routes and itineraries on a network level. The Paris Metropolitan Region provides an ideal application field of the capacity constrained transit assignment model. It is mainly used as a showcase of the simulation capabilities and of the finesse of the modelling approach. The transit network involves 1 500 bus routes together with 260 trains routes that include 14 metro lines and 4 light rail lines. Traffic assignment at the morning peak hour is characterized by heavy passenger loads along the central parts of the railway lines. Increased train dwelling, due to boarding and alighting flows, and reduction in the service frequency impact the route and the line capacity. The generalized time of a transit trip is impacted mainly though its in-vehicle comfort component. Detailed results have been provided for the RER A, the busiest commuter rail line in the transit network

Bibliography: leaves 537-555.

This study will examine the role sport plays in a new democratic South Africa between the periods 1994-2002. Its objective is to look at how sport can be used, through the medium of radio, as a unifying activity in the diversified South African society. The study will specifically compare the broadcast of soccer and rugby on the two radio stations (Ukhozi FM and Umhlobo Wenene FM). The main aim is to explain the relevance of the inclusion of sport into the programmes of the two radio stations mentioned above, in the period 1994-2002. This comparative approach will also explain the extent to which the listeners of these stations understand the sporting codes mentioned (soccer and rugby) now compared to how they did before 1994. This study was undertaken because there is little of its kind (if any) that looks at the power of sport broadcasting on radio in changing people's mindsets, attitudes and misconceptions regarding soccer and rugby in a new South African context. There is also little literature available that looks specifically at how Ukhozi FM and Umhlobo FM listeners relate to the broadcast of these popular but diverse codes after the end of apartheid regime. The conclusions drawn up in this study show that radio is still powerful in changing people's behaviour and attitudes not only about different sporting codes aired on radio but also in the effort to promote unity among South Africans regardless of cultural, ethnic racial and genderdifferences. In this regard, radio does cross divides created by issues of colour, culture, gender, age and racial differences. / Thesis (M.A.)-University of Natal, Durban, 2003.

Today. the pandemic of HIV/AIDS has become a serious challenge especially in developing and underdeveloped nations. For this reason, all nations, different health institutions and nongovernmental organizations are investing their wealth to increase public awareness on the seriousness of this pandemic disease. Media institutions also play an unparalleled role in controlling HIV/AIDS through educating the society. HIV/AIDS is a great threat both to South Africa and Eritrea as they are part of the Sahale Sahara of Africa. That area is highly affected and infected by the pandemic. It is certain that media have been used to disseminate information in the society about HIV/AIDS in both countries. This study attempts to identify the nature of communication strategies that are employed against HIV/AIDS by Radio Ukhozi FM in South Africa and Radio Dimitsi-Hafash Programme Tigringa in Eritrea. The study attempts to identify the communication formats that both radio stations utilize to increase public awareness about HIV/AIDS. It also examines whether both stations are using Entertainment-Educational communication strategies to disseminate HIV/AIDS messages. Furthermore, the study assesses target audience participation; both stations assessment of their programme and scheduling of HIV/AIDS awareness messages. Finally, it attempts to single out the challenges that both stations encounter in designing messages for combating HIV/AIDS in their respective communities. / Thesis (M.A.)-University of KwaZulu-Natal, Durban, 2004.

Thesis (M.A.)--University of Adelaide, 1989. / Includes bibliographical references (leaves 537-555).

Thesis (M.A.)--University of Missouri-Columbia, 2004. / Typescript. Vita. Includes bibliographical references (leaves 189-194). Also available on the Internet.

Thesis (M.A.)--University of Missouri-Columbia, 2004. / Typescript. Vita. Includes bibliographical references (leaves 189-194). Also available on the Internet.

Thesis (M.S.)--University of Florida, 2005. / Title from title page of source document. Document formatted into pages; contains 148 pages. Includes vita. Includes bibliographical references.

Diploma The Potencial of Railway Stations in Trade and Tourism examines the potential of the selected railway station. It is primary focused on increasing the attractiveness of these areas, using new technologies and innovations. For this work was chosen a station building in Kutná Hora. The resulting proposals will be applied to respond to the current needs of local passengers regarding the possibilities of the station.