Thesis (Ph. D.)--University of Texas at Austin, 1998. / Vita. Includes bibliographical references (leaves 174-184). Available also in a digital version from Dissertation Abstracts.

Thesis (Ph. D.)--State University of New York at Binghamton, Department of Sociology, 2009. / Includes bibliographical references.

Thesis (M.S.)--Central Connecticut State University, 2000. / Thesis advisor: John Larkin. " ... in partial fulfillment of the requirements for the degree of Master's of Science program (plan C) [in Technology Education]." Includes bibliographical references.

Thesis (Ph. D.)--Carleton University, 1988. / Also available in electronic format on the Internet.

Thesis (Ph. D.) -- University of Tennessee, Knoxville, 2005. / Title from title page screen (viewed on September 1, 2005). Thesis advisor: Arun Chatterjee. Document formatted into pages (xiv, 127 p. : ill. (some col.)). Vita. Includes bibliographical references (p. 119-126).

Thesis (Ph. D.)--University of Wisconsin--Madison, 1984. / Typescript. Vita. Includes bibliographical references.

Thesis (Ph.D.)--City University of Hong Kong, 2009. / "Submitted to Department of Management Sciences in partial fulfillment of the requirements for the degree of Doctor of Philosophy." Includes bibliographical references (leaves 112-124)

For many reasons planners in the past have failed to realize the full potential of the market system as a powerful practical and intellectual tool to be used in urban transportation planning. At a time when there is increasing evidence that past approaches to the urban transportation problem have not yielded the long term solutions that were expected, it is urgent that all alternative strategies be explored. This study addresses itself to one policy course: control of urban transportation through the deliberate use of the market mechanism. The objective of the pricing of urban transportation would be to promote a more socially desirable pattern of usage of the system through a structuring of the demand characteristics - by mode, route, time of travel, and amount of travel. Pricing may thus be used to make the trip-maker aware of, and accountable for, the social costs he incurs in the form of delays due to congestion, noise, air pollution, and so forth, and his travel behaviour would alter accordingly. Because these so-called externalities are, at present not quantifiable in monetary terms, and because of differences in individual utilities, the use of the pricing mechanism cannot displace the political decision-making, but can supplement it. This study is an evaluation of the tool of pricing control in urban transportation planning. The theoretical relationships and the rationale for use of the price mechanism are discussed, and the technical and administrative problems of implementation of a pricing scheme are evaluated. The potential impacts are examined. The practical application of the tool is explored in the context of a case study of traffic in the Lions' Gate Bridge Corridor in Vancouver. There are several compelling advantages to the use of the pricing system for achieving both short-run and long-run objectives. It is extremely flexible, adaptable, incremental, reversible, and most schemes can be implemented at very low capital cost. It can be a strategy for restraint or containment of traffic, or more generally a strategy for directing the patterns of use of the transportation system. But there are serious unanswered questions concerning the limitations of the tool - specifically the income redistribution effects and the overall effectiveness of the pricing mechanism in an increasingly affluent society. There are potential long-term impacts which will remain speculative until we have working urban simulation models. Although the direct application of pricing would be practicable in Canada in only a limited number of clearly defined situations, an understanding of the theoretical concepts will assist in the formulation of specific objectives which may then be pursued using alternate tools more suited to each set of circumstances. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

This research examines the relevance of an automated requisitioning system on an emergency supply chain's performance. In this context, "automated requisitioning" refers to the ability to transmit requisitions through an automated method that can be viewed and acted upon by multiple members of the supply chain. Automated requisitioning suggests some sophistication compared to manual methods which include phone calls, email and text messaging. These manual methods carry an implied higher probability of error and also have a limited capacity to process higher volumes of requisitions. Emergency supply chains are characterized by some demand that can be anticipated and other demand that must be addressed through a requisitioning procedure. Two subcategories of emergency supply chains are military expeditions and nongovernmental organizations. While military and disaster relief supply chains each provide supplies to different customers, they are similar in their need to both push and pull required commodities. Although military supply chains support soldiers while disaster relief supply chains provide relief to people in need, both supply chains involve pushing supplies while requesting specific needs based on the particular situation, overall addressing a demand that is largely unknown. This research examines the role automated requisitioning plays in the midst of these push and pull systems by simulating automation in a military expedition, then generalizing the results to suggest conclusions regarding a disaster relief supply chain.

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