Made available in DSpace on 2016-06-02T20:00:22Z (GMT). No. of bitstreams: 1 1652.pdf: 12006723 bytes, checksum: 1ba2e3c8b8896836f512f1ad710bfd56 (MD5) Previous issue date: 2007-10-30 / Financiadora de Estudos e Projetos / The spatial organization of Brazilian cities and the organization of their transportation systems have been causing an uneven accessibility distribution among other issues. This unbalance is marked by the fact that people who use private motorized modes of transportation are the ones that have been benefiting the most while the ones that use non motorized modes have been experiencing the worst conditions. The knowledge about the motorized transportation is much more developed than the knowledge regarding cycling as a mode of transportation. As long as this kind of unbalance remains there will not be equity in the society areas related to transportation. The purpose of this research is to provide general data and the fundamentals to permit the comprehension of the urban cycling transportation characteristics and the ways of organizing the cycling space as well. By evaluating different ways of organizing this space this dissertation presents the ones that had the best results or the ones that have the best potential to favourable results and that are also generic enough to be adequate to a great number of Brazilian localities. Within the chosen objectives the discussions and propositions presented in this dissertation are focused on introducing the bicyclists inside the road system so it would be possible to them to go everywhere in the cities under adequate conditions. Therefore the search was for discussions and propositions that took the bicyclists needs into consideration avoiding the ones that could exclude the bicyclists. This dissertation is focused on ways of organizing the cycling space that are suitable to new urbanization projects but specially on the ones that can fit to the areas with established road systems. This research allowed the verification that urban cycling transportation can really occur in a more harmonious way with the others modes of transportation. The presented and evaluated propositions indicate that cycling transportation is not incompatible with the motorized transportation / A organização espacial das cidades brasileiras e dos seus sistemas de transporte tem provocado, entre outros problemas, uma distribuição desigual da acessibilidade. Esse desequilíbrio é marcado pelo fato que os usuários dos modos motorizados particulares têm recebido os maiores benefícios, enquanto que os que se valem dos modos não motorizados são os mais prejudicados. As informações a respeito do uso da bicicleta como modo de transporte estão num estágio de desenvolvimento muito inferior ao das informações a respeito dos modos de transporte motorizado. Enquanto houver esse tipo de desequilíbrio, não haverá eqüidade nas áreas da sociedade que estejam relacionados aos transportes. O objetivo desta pesquisa é fornecer dados gerais e fundamentos para compreensão das características do transporte cicloviário urbano, assim como das formas de organizar o espaço de circulação da bicicleta. Busca-se, através da avaliação de variadas formas de organizar esse espaço, expor as que apresentaram melhores resultados ou melhores potenciais de resultados favoráveis e que tenham características gerais o suficiente para se adequarem a um grande número de localidades urbanas brasileiras. Dentro dos objetivos traçados, as discussões e propostas apresentadas nesta dissertação foram focadas na inserção do condutor de bicicleta dentro da estrutura viária, de modo que lhe seja possível alcançar todos os lugares das cidades, em condições adequadas. Dessa forma, buscou-se a apresentação de discussões e propostas que lidassem com as necessidades dos condutores de bicicleta, evitando as que pudessem resultar na exclusão destes. Foi dado, portanto, um enfoque às formas de organização do espaço de circulação da bicicleta que fossem adequados a projetos de novas urbanizações, mas principalmente que buscassem atender às características de áreas urbanas com sistemas viários estabelecidos. Essa pesquisa permitiu a verificação de que o transporte cicloviário urbano pode realmente ocorrer de forma mais harmoniosa com os demais modos de transporte. As propostas avaliadas e apresentadas indicam que o transporte cicloviário não é incompatível com o transporte motorizado

The territory serves as an indicator of the quality in which the State manages land use. Based on the concepts of planning, spatial planning and transportation planning, seen from the perspective of the State action, and understanding the transport networks as a key element in the organization of the territory, we described the importance of transport in the Brazilian historical and spatial constitution. Considering elements and characteristics of the Brazilian territory at the beginning of the 21th century, as well as transport networks data, public policies and State institutions responsible for its management, we aimed at describing and understanding the recent performance of the Brazilian State in transport planning from the perspective of spatial planning. As a point of comparison, we studied European transport policies, as well as its recent performance, particularly the Portuguese case, enabling us to trace points of convergence and divergence in relation to the Brazilian case. / O mote para esta tese é a constatação de que o território serve de indicador da qualidade da gestão que sobre ele é empreendida. Partindo dos conceitos de território, o ordenamento territorial e o planejamento de transportes, vistos sob a ótica da ação do estatal, e entendendo as redes de transportes como elemento fundamental na organização do território, buscou-se reconstituir a importância dos transportes na formação sócio-espacial brasileira. Com base em elementos e características do território brasileiro neste início do século XXI, bem como dados das redes de transportes, das políticas de Estado e das instituições responsáveis por sua gestão, objetivou-se descrever e compreender a atuação recente do Estado brasileiro em planejamento de transportes sob a ótica do ordenamento do território. Como ponto de comparação, foram estudadas as políticas europeias de transportes, bem como sua atuação recente, particularmente o caso português, permitindo traçar pontos de convergência e divergência em relação ao caso brasileiro. / Doutor em Geografia

Orientadora: Profa. Dra. Silvana Maria Zioni / Dissertação (mestrado) - Universidade Federal do ABC, Programa de Pós-Graduação em Planejamento e Gestão do Território, São Bernardo do Campo, 2018. / O presente trabalho estudará a interação entre transporte e território, ou seja, pretende-se estudar a relação entre estes dois campos, que se tem mostrado mais complexa do que uma relação de causa versus efeito. O território de análise terá como referência a Macrometrópole Paulista e a proposição de ligações ferroviárias para passageiros ¿ Programa de Trens Regionais. Para tal serão estudadas, por meio de análise bibliográfica e documental, as dinâmicas e a formação do território macrometropolitano, a concepção do Programa de Trens Regionais, as estruturas de gestão do planejamento urbano e de transportes no Governo do Estado de São Paulo e por fim as interações do mercado na proposição do chamados Trens Intercidades que se sobrepõem à proposição dos trens regionais. Pretende-se, assim, problematizar o contexto no qual é proposto o Programa de Trens Regionais identificando lacunas na relação transporte ¿ território sob a influência do mercado. / The present research was aimed to investigate the interaction between transport and territory, that is, we intend to study the relationship between these two fields, which has been shown to be more complex than a cause versus effect relationship. The territory of analysis will have as reference the Macrometropole Paulista and the proposal of rail connections for passengers - Programa de Trens Regionais. For this purpose, the dynamics and the formation of the macrometropolitan territory, the conception of the Regional Trains Program, the structures for the management of urban planning and transportation in the Government of the State of São Paulo will be studied through bibliographic and documentary analysis and, finally, the market interactions in proposing the so-called Intercity Trains that overlap the proposition of regional trains. The aim is to problematize the context in which the Regional Trains Program is proposed, identifying gaps in the transport-territory relationship under the market influence.

O presente trabalho aborda questões relativas a análises de comportamento da demanda por transportes jogando luz sobre as questões de gênero. A revisão de literatura explora os conceitos de gênero, mobilidade e acessibilidade, bem como busca apresentar resultados de estudos que analisaram o que ocorre nas intersecções destes conceitos. Para investigar a sobreposição dessas áreas na Região Metropolitana de São Paulo foram utilizados os dados das Pesquisas Origem Destino de 1977, 1987, 1997 e 2007 da Cia. do Metropolitano de São Paulo. Esta dissertação 1 estuda longitudinalmente os padrões de mobilidade e investiga a hipótese de que existem diferenças entre os padrões de mobilidade feminino e masculino. Foi construído um banco de dados unificado, base necessária para a elaboração de estatísticas descritivas, análises de conglomerados e regressões logísticas que pretenderam identificar grupos de comportamentos semelhantes, traçar os perfis dos grupos formados e elencar variáveis dependentes e explicativas relevantes para concepção de modelos de análise desagregada de demanda de transportes. Os grupos formados na análise de conglomerados majoritariamente coincidiram com os anos das pesquisas, comprovando a necessidade de se fazer análises longitudinais. Por fim, foi realizada outra segmentação articulando as variáveis sexo e situação familiar, buscando melhor caracterizar o gênero como categoria de análise. Para esta última segmentação, foram realizadas regressões quasi-poisson considerando as variáveis relevantes indicadas nas etapas anteriores. A partir desse conjunto de regressões, assim como algumas estatísticas descritivas já davam pistas, foram encontradas diferenças no número total de viagens de homens e mulheres condicionados a diferentes papeis familiares. A compreensão de que grupos de diferentes perfis sócio-econômicos têm diferentes mobilidades e acessibilidades pode beneficiar a área de planejamento de transportes a desenvolver políticas voltadas a algum segmento de interesse e, assim, fazer uso mais eficientes dos recursos públicos. Palavras-chaves: O presente trabalho aborda questões relativas a análises de comportamento da demanda por transportes jogando luz sobre as questões de gênero. A revisão de literatura explora os conceitos de gênero, mobilidade e acessibilidade, bem como busca apresentar resultados de estudos que analisaram o que ocorre nas intersecções destes conceitos. Para investigar a sobreposição dessas áreas na Região Metropolitana de São Paulo foram utilizados os dados das Pesquisas Origem Destino de 1977, 1987, 1997 e 2007 da Cia. do Metropolitano de São Paulo. Esta dissertação 1 estuda longitudinalmente os padrões de mobilidade e investiga a hipótese de que existem diferenças entre os padrões de mobilidade feminino e masculino. Foi construído um banco de dados unificado, base necessária para a elaboração de estatísticas descritivas, análises de conglomerados e regressões logísticas que pretenderam identificar grupos de comportamentos semelhantes, traçar os perfis dos grupos formados e elencar variáveis dependentes e explicativas relevantes para concepção de modelos de análise desagregada de demanda de transportes. Os grupos formados na análise de conglomerados majoritariamente coincidiram com os anos das pesquisas, comprovando a necessidade de se fazer análises longitudinais. Por fim, foi realizada outra segmentação articulando as variáveis sexo e situação familiar, buscando melhor caracterizar o gênero como categoria de análise. Para esta última segmentação, foram realizadas regressões quasi-poisson considerando as variáveis relevantes indicadas nas etapas anteriores. A partir desse conjunto de regressões, assim como algumas estatísticas descritivas já davam pistas, foram encontradas diferenças no número total de viagens de homens e mulheres condicionados a diferentes papeis familiares. A compreensão de que grupos de diferentes perfis sócio-econômicos têm diferentes mobilidades e acessibilidades pode beneficiar a área de planejamento de transportes a desenvolver políticas voltadas a algum segmento de interesse e, assim, fazer uso mais eficientes dos recursos públicos. / The study focus on the analysis of travel behavior from the perspective of gender. The literature review explores the concepts of gender, mobility and acessibility, searching for results in the intersection of these concepts. The study uses data from the Origin- Destination surveys for the Metropolitan Area of São Paulo, conducted in 1997, 1987, 1997 and 2007. Longitudinal analyses using different approaches explore the hypothesis that there are systematic differences in travel and activity patterns between genders. A unified database was constructed, allowing the longitudinal analysis of descriptive statistics, to perform cluster analysis and to estimate logistic regressions. The results allowed the identification of groups of similar behavior, to look at their composition and to select relevant dependent and explanatory variables for disaggregate modelling of travel demand. Groups resulting from cluster analysis have coincided with each of the four data collection periods, confirming the need to conduct longitudinal analyses. To better represent the concept of gender, a combination of the variables sex and position in family structure were used to define segments for analysis with quasi-poisson regression, using variables selected from previous stages of analysis. The results indicate significant differences in the daily number of trips between men and women, conditioned by their family roles. The understanding of these differences can improve transportation planning and policy making.

Transportation is good for people, but it needs a social system shift in combination with sustainable technologies in order to move towards a sustainability vision. To explore how that can be done, the authors first found out about both national and municipal sustainability visions and identified a range of social and technological solutions for long and short term use. The exploration of how municipal planning of transportation can be improved lead to the conclusion that planning for transportation in Swedish municipalities can be made more sustainable when conducting the ABCD-method within the framework for strategic sustainable development. To enhance that, the authors merged the five subsystems developed for sustainable traffic solutions and the PESTEL-method. That resulted in the S-E-A-T model that informed the content of a prioritisation tool and also provides structure to the brainstorming sessions within the ABCD-method. The combination of the ABCD method, the S-E-A-T model and the expanded guiding questions form a robust approach for strategic planning of sustainable transportation rooted in a bird´s eye and systems perspective and ultimately based on backcasting from the principles of sustainability. Further testing is though recommended to assess and refine its usefulness and applicability. / Transporter är bra för oss människor, men det behövs ett ändrat förhållningssätt i kombination med hållbara teknologier för att kunna förändra samhället (transporter i synnerhet) mot en hållbar framtidsvision. För att kunna utforska hur detta skulle kunna bli verklighet, så studerade författarna först visioner på nationell och kommunal nivå och sedan en rad sociala och tekniska hållbara lösningar på kort och lång sikt. Analysen av hur den kommunala planeringen av transporter kan förbättras ledde till slutsatsen att den kan göras mer hållbar genom att använda ABCD-metoden som ryms inom ramverket för strategisk hållbar utveckling (FSSD). För att kunna underlätta det arbetet så slog författarna ihop de fem delsystemen förslagna i ”Idépromemoria för hållbara transporter” med PESTEL-metoden. Detta resulterade i S-E-A-T-modellen som sedan bidrog till innehållet i ett prioriteringsverktyg och även till struktur i de kreativa delarna av ABCD-metoden. Kombinationen av ABCD-metoden, S-E-A-T-modellen och de utökade prioriteringsfrågorna utgör en robust ansats för strategisk planering mot hållbara transporter, som bygger på helikopter- och systemperspektiv samt ”backcasting” från hållbarhetsprinciperna. Författarna rekommenderar utökad provning av verktyget för att fastställa och förfina användningen och applicerbarheten.

Humanitarian aid and disaster relief are delivered in times of crises or natural disasters, such as after a conflict or in response to a hurricane, typhoon, or tsunami. Different from regular aid programs, aid and relief are provided to deal with emergency and immediate local areas, and to shelter affected people and refugees impacted by sudden traumatic events. There is evidence that natural and man-made disasters are increasing in numbers all around the world, affecting hundreds of millions of people every year. In spite of this fact, only in recent years – beginning in 2005 – has management of the supply chain of resources and materials for humanitarian aid and disaster relief been a topic of interest for researchers. Consequently, the academic literature in this field is comparatively new and still sparse, indicating a requirement for more academic studies. As a key part of the C-Change International Community-University Research Alliance (ICURA) project for managing adaptation to environmental change in coastal communities of Canada and the Caribbean, this thesis develops a framework and analytical model for domestic supply chain management in humanitarian aid and disaster relief in the event of severe storm and flooding in the Canadian C-Change community of Charlottetown, Prince Edward Island. In particular, the focus includes quantitative modeling of two specific aspects during the preparedness phase for emergency management: (1) inventory prepositioning and (2) transportation planning. In addition, this thesis proposes and analyses the characteristics of an effective supply chain management framework in practice to assist Canadian coastal communities in improving their preparation and performance in disaster relief efforts. The results indicate Charlottetown system effectiveness and decreased time to assist affected people are improved by distributing central emergency supply among more than one base station.

L'alimentation est une nécessité de base de l'être humain, dont la survie dépend de la quantité et de la qualité de la nourriture ingérée. L'augmentation de la population requiert de plus en plus de nourriture, tandis que la qualité est associée aux contraintes des produits alimentaires comme une courte durée de vie ou la sensibilité à la température. L'augmentation de la demande entraîne une augmentation de la production alimentaire, répartie entre plusieurs sites de production appartenant à plusieurs entreprises de taille variée, qui peuvent utiliser les produits d'autres sites pour fabriquer leurs produits finaux. En outre, certains produits alimentaires doivent être transportés entre les sites et les produits finaux distribués à des détaillants et des consommateurs lointains en tenant compte des contraintes de produits alimentaires. Les activités exercées par ces entités incluent entre autres la production, la distribution, la vente, etc. et ces entités forment conjointement dans l'environnement de l'écosystème alimentaire une chaîne pour le traitement, l'emballage ou la livraison de nourriture. Ce réseau s'appelle une chaîne logistique alimentaire (FSC). En raison de leur nature distribuée, les FSC héritent des problèmes classiques des chaînes logistiques, mais doivent en plus gérer les problèmes découlant de la périssabilité des produits. Cette périssabilité rend extrêmement important le traitement d'enjeux tels que le maintien de la qualité, la prévision de la demande, la gestion des stocks (éviter les ruptures de stock ou les stocks excessifs), l’amélioration de l'efficacité du réapprovisionnement, de la production et du transport, la traçabilité et le suivi pour réagir aux perturbations. Il est donc nécessaire d'établir une collaboration entre les entités principales de l'écosystème alimentaire pour traiter tous ces enjeux. En outre, depuis l'arrivée des entreprises de transport spécialisées, un nouveau acteur a émergé appelé transporteur ou fournisseur de logistique. Ces transporteurs doivent collaborer avec les producteurs, les détaillants et même d'autres transporteurs afin de prendre en compte la demande future et les tendances, afin d'organiser leur réseau et les ressources, pour livrer des produits alimentaires en assurant sécurité et qualité. Ainsi, la collaboration est devenue vitale pour les FSC. La collaboration implique une bonne compréhension des informations échangées afin de minimiser les déplacements, le coût et la pollution environnementale. Des problèmes d'interopérabilité surgissent lorsque les partenaires impliqués utilisent des systèmes hétérogènes et différentes normes et terminologies. Les approches de collaborations existantes comme "Vendor Managed Inventory" (VMI) ou "Collaborative Planning Forecasting and Replenishment" (CPFR) ne prennent en compte que deux acteurs de la FSC : le producteur et le détaillant (acheteur et vendeur). En outre, elles ne considèrent pas la planification de la production et des transports comme des tâches de collaboration. En tenant compte des limitations ci-dessus, nous proposons, dans une première partie de cette thèse, une extension du modèle CPFR prennant en compte les aspects production et transport. Ce nouveau modèle C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) inclut le transporteur et considère la planification de la production et des transports comme des activités de collaboration. Dans la deuxième partie, nous proposons un modèle distribué et interopérable I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) pour réaliser la planification des transports en collaboration avec les producteurs, les transporteurs et les détaillants, visant à une meilleure utilisation efficace des ressources de transport. Enfin, nous illustrons le fonctionnement du modèle I-POVES en l’appliquant sur un cas étude de chaîne logistique alimentaire. / Eating is human’s basic necessity whose survival depends on both quantity and quality of food. Increasing population requires increasing in quantity of food, while quality is associated with the food product constraints like short shelf-life, temperature sensitiveness, climate etc. Increasing demand causes increase in food production, which is distributed between several production sites involving several distinct entities from small to large enterprises, where sites may use the intermediate products of other sites to produce the final products. Moreover, food products need to be transported between sites and final products to be distributed to faraway retailer sites and consumers considering the food product constraints. Activities performed by these entities include but not limited to: production, distribution, sales, etc. and these entities form jointly in the environment of food ecosystem a chain for food gathering, processing, packaging, delivery etc. This distributed network of enterprises is called food supply chain (FSC). Due to FSC’s distributed nature, it inherits not only the common problems also faced by other supply chain, but in addition has to deal with the problems arising from the perishability of food products. This perishability nature makes extremely important for FSC, the handling of issues such as maintaining the quality of food products, forecasting the product demand, managing the inventory according to the forecast to reduce out of stock or excessive inventory of products, improving the efficiency of replenishment, production and transportation, taking into account product future demand and tracing and tracking to react to disturbance. Finally, it is necessary to institute collaboration between the main entities of food ecosystem to deal with all of these issues. Furthermore, since the advent of specialized transport enterprises, a new actor has emerged called transporter or logistics provider in the FSC. These transporters have to collaborate with producers, retailers and even other transporters within FSC to take into account product future demands and trends to organise their transport network and resources to make possible the delivery of the food products with security, while maintaining the quality of the food products. Thus, collaboration became vital for FSC. Collaboration involves a good understanding of exchanged information in order to minimizing number of transport travels, cost and environmental pollution. Interoperability problem arises when each of the partners involved in FSC uses heterogeneous systems and uses different standards and terminologies for representing locations, product constraints, vehicles types etc. Furthermore, existing collaborative approaches like Quick Response, Efficient Consumer Response, Vendor Managed Inventory, Collaborative Planning Forecasting and Replenishment (CPFR), etc. take into account only two types of actors of FSC: buyer and seller (producer and retailer). Additionally, they don’t consider the production and transportation planning as collaborative tasks. Taking into account above limitations, we propose, in the first phase of this thesis, an extension of CPFR model, which take into account production and transportation aspects. This new model C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) includes transporter actor and elaborates production and transportation planning as collaborative activities. In the second phase, we propose a distributed and interoperable transportation planning model I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) to realise collaborative transportation planning by collaborating producers, transporters and retailers, aiming at a better use of transport resources. Finally, we illustrate the functioning of I-POVES model by applying it on a case study of food supply chain.

Transport demand planning in South Africa is a neglected field of study, using obsolete methods to model an extremely complex, dynamic system composed of an eclectic mix of First and Third World transport technologies, infrastructure and economic participants. We identify agent-based simulation as a viable modelling paradigm capable of capturing the effects emerging from the complex interactions within the South African transport system, and proceed to implement the Multi-Agent Transport Simulation Toolkit (MATSim) for South Africa's economically important Gauteng province. This report describes the procedure followed to transform household travel survey, census and Geographic Information System (GIS) data into an activity-based transport demand description, executed on network graphs derived from GIS shape files. We investigate the influence of network resolution on solution quality and simulation time, by preparing a full network representation and a small version, containing no street-level links. Then we compare the accuracy of our data-derived transport demand with a lower bound solution. Finally the simulation is tested for repeatability and convergence. Comparisons of simulated versus actual traffic counts on important road network links during the morning and afternoon rush hour peaks show a minimum mean relative error of less than 40%. Using the same metric, the small network differs from the full representation by a maximum of 2% during the morning peak hour, but the full network requires three times as much memory to execute, and takes 5.2 times longer to perform a single iteration. Our census- and travel survey-derived demand performs significantly better than uniformly distributed random pairings of home- and work locations, which we took to be analogous to a lower bound solution. The smallest difference in corresponding mean relative error between the two cases comes to more than 50%. We introduce a new counts ratio error metric that removes the bias present in traditional counts comparison error metrics. The new metric shows that the spread (standard deviation) of counts comparison values for the random demand is twice to three times as large as that of our reference case. The simulation proves highly repeatable for different seed values of the pseudo-random number generator. An extended simulation run reveals that full systematic relaxation requires 400 iterations. Departure time histograms show how agents 'learn' to gradually load the network while still complying with activity constraints. The initial implementation has already sparked further research. Current priorities are improving activity assignment, incorporating commercial traffic and public transport, and the development and implementation of the minibus taxi para-transit mode. Copyright / Dissertation (MEng)--University of Pretoria, 2009. / Industrial and Systems Engineering / unrestricted

Transportation planners need to assess users\' stress conditions on cycling infrastructures given that highly stressful situations can discourage the use of this sustainable transport mode. Not many studies have addressed the relationships between these environmental factors and users\' emotional responses in terms of objective measures of stress. The aim of this study is to explore a new approach for planning and evaluating cycling infrastructure, based on smart sensors. This new approach focuses on the perspective of monitoring parameters intrinsic to the user, such as emotions. In this perspective, the indicators of stress levels are made from directly measuring cyclists\' physiological responses throughout the journey. This approach makes use of technological resources to extract information from users through sensors and imparts this information in an integrated way to improve infrastructures for cyclists. The data were collected using stress and noise sensors, accelerometers embedded in a smartphone and a GPS. Initially, the problem is posed and we discuss how the design and evaluation of cycle paths has been addressed in the literature. The proposed approach identifies the most relevant contributions and research gaps, such as the lack of research based on objective criteria and research that involves designing and evaluating infrastructure scenarios shared with motor vehicles. In the sequence, an objective method for assessing bicycle infrastructures combining environmental assessment with vertical acceleration measurements was proposed in order to improving data collection and other procedures required for assessing the main components of cycling infrastructures. Subsequently, a tool to characterize traffic stress of cycling routes, called the Level of Traffic Stress (LTS), was validated with physiological measures in the urban context of a mediumsized Brazilian city. It was observed that there is no correlation and little agreement between the parameters. It is also emphasized that even when incorporating information about the traffic speed to the LTS tool, it was not significantly related to stress from the perspective of the cyclist. In the final analysis the influence of noise, vibration, cycle paths and period of day on stress experienced by cyclists was investigated. An analysis of the p-values and odds ratio confidence intervals shows, with a 95% confidence level, that only the period of the day influenced stress, as confirmed by the data. In this case, the chances of having stress increased by 24% in the afternoon rush hour compared to the morning rush hour. This study showed the feasibility of stress assessment in cyclists using an objective measurement method, as well as quick identification of critical levels of stress. / Os planejadores de transporte precisam avaliar as condições de estresse dos usuários em infraestruturas cicloviárias, uma vez que situações de alto estresse podem desencorajar o uso deste modo de transporte sustentável. Poucas pesquisas têm questionado se existe alguma relação entre esses fatores ambientais e a resposta emocional em termos de medidas objetivas do estresse. O objetivo deste trabalho é explorar a incorporação de sensores inteligentes no planejamento e avaliação da infraestrutura cicloviária. Essa nova abordagem é focada na perspectiva de monitorar parâmetros intrínsecos ao usuário, como as emoções. Nesta perspectiva, os indicadores dos níveis de estresse são feitos a partir da medição direta de respostas fisiológicas em ciclistas ao longo do percurso. Essa abordagem aproveita os recursos tecnológicos para extrair informações dos usuários e permitir o uso dessas informações de forma integrada para melhorar a infraestrutura dos ciclistas. Os dados foram coletados por meio de sensores de estresse, de ruído e acelerômetros incorporados a um smartphone e GPS. Inicialmente é apresentado o problema e como o projeto e avaliação das ciclovias tem sido abordada na literatura. A abordagem proposta permitiu identificar as contribuições mais relevantes e as lacunas de pesquisa, tais como, a falta de pesquisas baseadas em critérios de objetivos e a falta de pesquisas que envolvam o desenho e a avaliação de cenários de infraestrutura compartilhados com veículos automotores. Em seguida foi proposto um método objetivo de avaliação de infraestruturas cicloviárias, combinando a avaliação ambiental com medições de aceleração vertical, a fim de melhorar a coleta de dados e outros procedimentos necessários para avaliar os principais componentes das infraestruturas cicloviárias. Na sequência uma ferramenta para caracterizar o estresse de tráfego de ciclovias, denominada Level of Traffic Stress (LTS), foi validada com medidas fisiológicas no contexto urbano de uma cidade brasileira de porte médio. Observou-se que não há correlação e há pouca concordância entre esses parâmetros. Ressalta-se ainda que, mesmo ao incorporar informações de velocidade de tráfego à ferramenta LTS, não foi significativamente relacionado com estresse medido sob a perspectiva do ciclista. Por fim, foi investigada a influência do ruído, vibração, presencia ou ausência de ciclovias e período do dia no estresse experimentado pelos ciclistas. Uma análise dos valores de p e dos intervalos de confiança das razões de chances mostraram, com um nível de confiança de 95%, que apenas o período do dia influenciou o estresse. Neste caso, as chances de ter estresse aumentaram em 24% na hora pico da tarde em comparação com a hora pico da manhã. Este estudo mostrou a viabilidade da avaliação do estresse em ciclistas por meio de um método de medida objetiva além da rápida identificação dos níveis críticos de estresse.

The Utah Department of Transportation (UDOT) manages and maintains a complex state-wide network of highways. Recent incidents such as the collapse of the I-35W bridge in Min- neapolis, Minnesota, and the I-85/Piedmont Road fire and subsequent bridge collapse in Atlanta, Georgia, have brought identification of transportation network vulnerabilities to the forefront of UDOT’s planning efforts. Traditional estimates of transportation network impacts have focused on increases to user travel time or the volume of affected traffic, but studies of these disasters have revealed that when facing a degraded transportation network, people adjust their trip making in terms of destination, mode, and route choice. The objective of this thesis is to evaluate the relative systemic criticality of highway links on Utah’s highway network using a logit-based model sensitive to changes in destination choice, mode choice, and route path. The current Utah Statewide Travel Model (USTM) does not incorporate user mode or destination choice, making it unsuitable for this task in its present condition. Consequently, this thesis develops a logit-based model structure that evaluates the cost of impaired destination choices and mode choices for home-based and non-home-based personal trips resulting from a damaged highway network. The choice model logsums capture the total value of user choices and can be readily converted to monetary values, making them ideal for this purpose. The logit-based model is then applied to 40 highway links located at strategic locations on Utah’s network. When compared with a more traditional travel time increase estimation, the logsum and travel time models provide categorically different cost estimates, where the logsum results are typically lower than travel time estimates, with implications for policy making and UDOT’s planning strategy. The results further suggest that freight trips are likely more important considerations than passenger trips, and should be considered in future research.