Este trabalho analisa os impactos da implementação de projetos de infraestrutura de transporte sobre o crescimento econômico nacional e regional e a contribuição deles para diminuição das disparidades, quando melhoria na acessibilidade é implementada. O arcabouço metodológico consiste da integração de um modelo de transporte ao modelo MIBRA, um modelo aplicado de equilíbrio geral inter-regional para a economia brasileira. Enquanto o modelo de transporte dá a interação espacial entre as regiões, o modelo de equilíbrio geral especifica o comportamento da oferta e demanda de produtores, família e governo em uma economia real, determinando preços e quantidades simultaneamente. Neste trabalho o modelo de transporte é reconhecido como um índice de acessibilidade. A hipótese assumida é que quando a condição da rodovia é melhorada a acessibilidade entre as regiões torna-se maior e os usuários podem consumir menos serviços de margens de transporte. O ano de referência do modelo é 1999. O modelo comporta seis regiões: Norte, Nordeste, Centro-Oeste, São Paulo, Resto do Sudeste e Sul e, tem detalhes para 29 setores. Foram avaliados os impactos sobre a economia nacional e regional da duplicação parcial das rodovias federais BR-116 e BR-153. Em ambas as simulações, os resultados foram condizentes com os esperados. A menor necessidade de demanda por margem de transporte, devido à melhoria da acessibilidade entre as regiões, faz reduzir o nível de atividade do setor de transporte rodoviário. Com isto, fatores primários são liberados para os demais setores da economia implicando, num primeiro momento, em menor nível de preços e, conseqüentemente em maior nível de produção em resposta à maior demanda. Os resultados para a BR-116, uma das mais importantes ligações rodoviárias entre as regiões Nordeste, Sudeste e Sul do país, apontam para difícil situação da região Nordeste em relação às demais regiões brasileiras. Os resultados de longo prazo mostram uma perda relativa do Nordeste em relação às regiões mais dinâmicas do país, quando se considera a variação do PIB. Ou seja, a melhoria da infraestrutura num contexto inter-regional, implica que regiões mais dinâmicas atraiam para si os benefícios de um melhor fluxo de comércio. Neste sentido, a dependência do Nordeste com respeito ao comércio intraregional é exacerbada com a melhoria da acessibilidade entre as regiões. Os resultados para a BR-153 reforçam de alguma forma os encontrados para a BR-116. Apesar da BR-153 integrar também uma região pobre (Norte) às regiões mais dinâmicas, em termos regionais, os resultados da duplicação parcial desta rodovia são mais favoráveis do que os da BR-116. Isto pode ser explicado pelo fato de que boa parte dos trechos duplicados na simulação com a BR-153 estarem localizados nas regiões mais desenvolvidas do país. Os resultados indicam que a decisão quanto aos investimentos deve levar em consideração os efeitos sobre a economia nacional mas, principalmente os efeitos regionais, uma vez que tal decisão tomada isoladamente pode contribuir para ampliar as disparidades regionais. / over the regional and national economic growth and its contribution to the decrease of the regional disparities in Brazil, as far as accessibility is concerned. The methodological framework consists on the integration of a transportation model with the MIBRA model, an interregional applied general equilibrium model of the Brazilian economy. While the transportation model gives the spatial interaction among regions, the general equilibrium model specifies the behavior of supply and demand of producers, household, and government in a real economy, determining prices and quantities simultaneously. In this work, the transportation model is recognized as an accessibility index. The hypothesis assumed is that when the condition of the road is improved the accessibility among regions becomes higher and the users can consume less transportation margin services. The benchmark year is 1999. The model was constructed for six Brazilian regions, North, Northeast, Center-West, São Paulo, Rest of Southeast, and South and has details for twenty nine industries. The simulations are conducted to access the impacts on the national and regional economies due to the duplication of the federal highways BR-116 and BR-153. In both simulations, the results were as expected; the decrease in the demand for transportation margin due to the improvement of the accessibility among regions causes a reduction in the level of activity in the transportation road sector. With this, at first, there is a decrease in the price level and, consequently an increase in the level of production. The results for the BR-116, one of the most important transportation networks between the regions Northeast, Southeastern and South of the country, point to the difficult situation of the Northeast region in relation to the rest of the Brazilian regions. The results in the long run show a relative loss of the Northeast region in relation to the most dynamic regions of the country, considering the changes in the regional GDP. Otherwise, the improvement of the infrastructure in an interregional context implies that more dynamic regions attract for themselves the benefits of a better trade flow. In this sense, the Northeast dependence to the intraregional trade is exacerbated with the improvement of the accessibility among the regions. The results for the BR-153 strengthen in some way, the results found for the BR-116. Despite that the BR-153 also links a poor region (North) to the most dynamic regions, in regional terms, the results of the partial duplication of this highway are more favorable than for the BR-116. This can be explained by the fact that most of the duplicated stretches in the simulation with the BR-153 are located in the most developed regions of the country. The results indicate that the decision about to the investments must take into account not only the effect on the national economy but mainly on the regional impacts, because decisions taken only at the national level may contribute to an increase to the regional disparities.

The theme of this thesis is the analysis of transportation in the Slovak Republic with a focus on freight transportation. The Output of the thesis is recommendations for improvements of transportation in the Slovak Republic. The theoretical part deals with theoretical knowledge on transportation, transportation infrastructure, principles of SWOT analysis, method for evaluation of alternatives and the general characteristics of the Slovak Republic. The practical part is focused on the analysis of transporation and creation of recommendations based on this analysis.

This dissertation contains three chapters in the field of development economics and applied microeconomics. The first chapter studies the effect of higher education on an individual’s life outcomes and how the effect evolves over her life cycle. The second chapter examines how a woman-centered, preference-based counseling procedure shapes women’s contraceptive preferences and behavior. The third chapter investigates the impact of construction activities of transportation infrastructure on local economic outcomes. Chapter 1 examines the effect of higher education on an individual’s life outcomes, and how the effect evolves over her life cycle. I use as a natural experiment the most ambitious educational reform in Chinese history, the reinstatement of the National College Entrance Examination (the Gaokao) following the end of the Cultural Revolution. Using Census data in 1990 and 2000, I find discontinuous changes in the likelihood of completing high school and attending college around a cutoff birth date, which are shown to be induced by the policy shock. Through a combination of regression discontinuity and difference-in-difference methods, this chapter finds that cohorts that were more likely to complete high school and obtain a college education as a result of the reform were more likely to have a high-socioeconomic (SES) occupation in their early 30s, and the effect becomes smaller in their 40s. More educated cohorts, and in particular women, tend to marry later. Individuals with higher education were less likely to be ever married in their 40s. Finally, individuals with higher education tend to delay childbearing and migrate more in both their 30s and 40s, plausibly due to greater returns to migration for the more educated. Chapter 2 (with Mahesh Karra) examines how a woman-centered, preference-based approach to family planning counseling shapes women's contraceptive preferences and behavior. By implementing a randomized controlled trial in urban Malawi, we explore how a woman's decision-making may be shaped by: 1) the number and types of contraceptive methods presented to her based on her stated preferences for contraception (targeted counseling); and 2) the presence of her husband / male partner at the time of counseling. Women were subsequently offered free transport and access to family planning methods and services at a clinic for one month. We find that women who received targeted counseling were 15.6 percent less likely to be using their stated ideal contraceptive method at follow-up and were 17.5 percent more likely to exhibit discordance between their stated and ideal method at follow-up. On the other hand, women who were encouraged to invite their husbands to the counseling session were 13.5 percent less likely to change their stated ideal method from counseling to follow-up but 16.6 percent more likely to be using their stated ideal method at follow-up. While both approaches aim to achieve the goal of ``helping women make informed choices on family planning'', neither seems to yield strictly preferred outcomes for women. Chapter 3 investigates how the construction of the three earliest high-speed railway (HSR) lines in mid-Southern China affects economic activity. By formulating a set of counterfactual railway lines following the HSR planbook (MLTRP) issued by the central government, and by utilizing nighttime light data (NTL) from 1992 to 2013, I implement an event-study analysis to quantify how HSR construction transforms the local economic activity as proxied by the NTL. Furthermore, I employ county-level data on economic indicators to pin down the channels at work underlying the effects. I find that: 1) the grid-level NTL significantly increased compared to the counterfactual regions one year after the HSR construction, but there is no significant impact following the operation of the HSR lines; 2) the positive construction impacts can be explained by the provisions of associated local amenities, temporary clearing of households, as well as structural transformation from agricultural towards non-agricultural sectors.

<p>  </p> <p>The last century has witnessed increased urban sprawl, motorization, and the attendant problems of congestion, safety, and emissions associated with current-day transportation systems. Contemporary literature suggests that emerging transportation technologies, including vehicle autonomy and connectivity, offer great promise in addressing these adversities. As such, highway agencies seek guidance on infrastructure preparations for connected and automated vehicle (CAV) operations. A key area of such preparations is the management of lanes to serve CAVs and human-driven vehicles (HDVs), including the deployment of dedicated lanes for CAVs. There is a need to address the demand and supply perspectives of CAV preparations. On the demand side, agencies need to model the trends and uncertainties of CAV market penetration and level of autonomy during the CAV transition period. On the supply side, agencies need to schedule the CAV-related roadway infrastructure in a way that progressively addresses the growing demand. </p> <p>In addressing these research questions, this dissertation first carries out an economics-based lane allocation for CAVs and HDVs in a highway corridor by determining the optimum number of CAVLs by minimizing road user cost. Next, the dissertation carries out such allocation considering the environment (community emissions cost). Third, the dissertation addresses elements of social and economic sustainability using a CAV-enabled tradable credit scheme that minimizes user travel time subject to social equity constraints. Further, this dissertation provides guidance on how CAV-dedicated lanes, in conjunction with market-based tradable travel credits, could enable the road agency to achieve maximum efficiency of the existing road infrastructure in the CAV transition period. The study framework can serve as a valuable decision-support tool for road agencies in their long-term planning and budgeting in anticipation of the CAV transition period. The key outcome of the framework is an optimal schedule for deploying CAV-dedicated lanes over a given analysis period of several decades in a manner commensurate with CAV demand projections and sustainability-related objectives and constraints.</p>

No description available.

Although there have been warnings about the decline in the U.S. transportation infrastructure for the last two decades, the infrastructure's service condition remains barely above current requirements, and is insufficient to meet future demands of growth and economic development. This deterioration and obsolescence primarily derives from a lack of investment, inappropriate management, and growing travel demands. The objective of this research is to develop a model, using a system dynamics methodology, that serves as an instrumentality for generating scenarios for facilitating highway infrastructure management -- policy-making, planning, budgeting, and programming for the Virginia highway system. The Highway Management System (H~1S) model, developed in this research, is a system dynamics model equipped with capabilities for analyzing and solving the meta-problems related to highway infrastructure planning and management. The HMS consists of five subsystems: 1) Physical Subsystem (Pavement Management System, and Bridge Management System), 2) Evaluation Subsystem, 3) Functional Subsystem, 4) Financial Subsystem, and 5) Administration Subsystem. Through steady state analysis, an understanding of the relationship between state variables and decision variables can be obtained. The nomographs corresponding to the steady state solutions of the HMS are the analytically-based, manual means of gaining understanding by tracing paths from decision variables to state variables. Simulations were performed using the HMS, based on various budget-size and allocation scenarios for the I-81 corridor. The results indicate that the service condition of the highway will be diminished and will return to its pre-expansion condition in several years, if the maintenance budget is not increased according to the expansion. The HMS is a useful tool for decision-makers and engineers attempting to analyze and solve meta-problems related to transportation infrastructure management. The HMS presents a whole picture of the highway system according to various policy options. This systems approach to highway management also can be applied to the management of other infrastructure, and eventually it should be possible to achieve an integrated infrastructure management system. / Ph. D.

O trabalho apresenta de início uma investigação da evolução histórica do sistema viário de São Paulo como subsídio à compreensão da transformação que a cidade teve ao longo das décadas em sua configuração urbana e na forma pela qual as pessoas e veículos se deslocaram através da rede física de circulação. Foram analisados os aspectos viários dos planos urbanos, em muitos casos entendidos como planos viários, e da legislação urbanística de parcelamento do solo no período de 1895 a 2004. A partir dos resultados da investigação realizada, bem como da análise crítica das normas e manuais em vigor na cidade de São Paulo, em especial aqueles que tratam do estabelecimento da seção transversal típica das vias, o presente trabalho tem como objetivo propor uma contribuição à revisão da classificação viária da cidade de São Paulo. A revisão proposta recomenda que, na definição das funções que as vias possam ter dentro da rede viária urbana usualmente caracterizada pela relação entre os níveis de mobilidade e acessibilidade proporcionados ao tráfego veicular - sejam consideradas, de forma mais abrangente, as necessidades dos usuários não motorizados (pedestres e ciclistas) no que diz respeito às características geométricas da seção transversal. / The paper presents, at first, a research about the historic evolution of the roadway system in São Paulo as an aid to understand the changes the city went through, for decades, in its urban configuration and in the way people and vehicles moved through the circulation physical network. The paper analyzed the road aspects of urban plans which, many times were understood as roadway plans, and of the urban laws of land division during the period of 1895 to 2004. Based on the findings of the research, as well as the critical analysis of rules and manuals in effect in the City São Paulo, mainly those that address the establishment of a roadway-typical cross section, the present paper aims at suggesting a contribution to the roadway classification review of the City of São Paulo. The proposed review recommends, according to the definition of the roles that the roadways may play within the urban roadway network usually characterized by the relation between the mobility and accessibility levels provided to vehicle traffic to take into consideration, in a more comprehensive manner, the needs of those non-motorized users, (pedestrians and cyclists) in regard to the cross-section geometrical characteristics.

Made available in DSpace on 2016-04-26T20:48:40Z (GMT). No. of bitstreams: 1 Maria Lucia Alves Fabiano.pdf: 3113395 bytes, checksum: b368e1fe39f3b49ef00e49c664c910e9 (MD5) Previous issue date: 2014-03-19 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The purpose of this work is to study the ring Beltway, analyzing the project as a tool for sustainable development in the RMSP, identifying its limits and contradictions and its importance and magnitude as investment in road transport, at a time when the country is facing bottlenecks in infrastructure, as well as proximity to a major event in the city that is the World Cup in 2014. In this context, the discussion comes to light on the serious problem of transport infrastructure in the region and in Brazil, the concern of immobility in large urban centers, plus the need for a more effective and sustainable urban planning. In addition, the Rodoanel, appears as a road project, full of controversial issues, the socioeconomic and environmental context, requiring large amount of financial resources, in addition to conflicts of interest and uncertainty about the real benefits of the project / O intuito deste trabalho é estudar o anel viário Rodoanel, analisando o projeto como instrumento de desenvolvimento sustentável para a RMSP, identificando seus limites e contradições e sua importância e magnitude como investimento em transporte viário, num momento em que o país enfrenta gargalos em infraestrutura, além da proximidade de um grande evento na cidade que é a Copa do Mundo em 2014. Neste contexto, vem à luz a discussão sobre o grave problema de infraestrutura de transporte na região e no Brasil, a preocupação da imobilidade nos grandes centros urbanos, além da necessidade de um planejamento urbano mais eficaz e sustentável. Dessa maneira, o Rodoanel, se apresenta como um projeto rodoviário, repleto de questões polêmicas, no âmbito socioeconômico e ambiental, com necessidade de grande aporte de recursos financeiros, além dos conflitos de interesses e incertezas quanto aos verdadeiros benefícios do projeto

As cidades superaram o campo. Motivo de celebração, afinal as cidades são e continuam sendo a expressão mais complexa da humanidade. Nunca acabadas, nunca definitivas, as cidades são a manifestação física de história e cultura, centros de crescimento econômico, inovação e talento. No entanto, o que se vê é um crescimento desenfreado de assentamentos precários e aumento da pobreza urbana. Como irão viver os mais de um bilhão de residentes urbanos estimados para os próximos 15 anos? É a crença deste trabalho que as infra-estruturas urbanas têm papel fundamental na regulação e no desenho do território, já que criam novas oportunidades de desenvolvimento urbano e interferem diretamente no ambiente construído e natural. / Cities have outgrown the coutryside. This could be celebrated, since cities were and still are mankinds richest expression. Never finished, never definitive, cities present history and culture in their most physical aspects, true centers of economic growth, innovation and talent. Sadly, what we see in our cities is an uncontrolled growth of precarious settlements and the increase of urban poverty. How will an estimated urban population of over a billion people live in the next 15 years? This dissertation believes that urban infrastructures have a pivotal role in regulating and designing territory, for they create new opportunities of urban development and they can interfere both on constructed and natural environments.

Esta tese teve como objetivo propor métodos para avaliar a elegibilidade dos modelos de concessão para projetos de infraestrutura e serviços públicos de transporte, bem como fundamentar uma teoria de estruturação desses tipos de contrato. Inicialmente o trabalho apresenta o contexto e os efeitos do surgimento de novas modalidades de concessão com a introdução da Lei de Parcerias Público-Privadas no Brasil. Investigou-se, em seguida, o estado da arte na teoria de estudos de valor das concessões, dos instrumentos de qualidade e das formas de divisão de obrigações e riscos entre o setor público e a iniciativa privada. As previsões legais vigentes para contratos administrativos dessa natureza foram também apontadas e explicadas. O núcleo da pesquisa teve como objetivo extrair o conhecimento empírico adquirido pela Administração Pública em quatro projetos selecionados de concessões em transporte. Foram analisadas as razões dentro de cada modelo desenvolvido e estabelecida uma crítica sobre as decisões de estruturação e resultados obtidos em cada empreendimento. O quadro geral das ferramentas aplicadas e a síntese da avaliação dos projetos foram desenvolvidos a partir dos estudos, com objetivo de traçar sugestões relevantes para o aprimoramento das concessões de serviços e obras de transporte no Brasil. Para o desenvolvimento completo da estrutura da concessão, foram propostos métodos de investigação das obrigações a serem transferidas ao parceiro privado, de repartição dos riscos e de utilização de mecanismos de controle de qualidade dos serviços e obras fornecidos.Entre as principais conclusões, evidenciou-se a urgência da aplicação de métodos de análise de valor das concessões durante os estudos prévios, tanto para avaliar as alternativas de estrutura dos modelos de outorga, como também comparar com o empreendimento realizado diretamente pelo Poder Público. / This thesis aimed to propose methods for assessing the eligibility of concession models for infrastructure and public transport services, and support a theory of structuring these kind of contracts. Initially, the research presented the context and purposes of concession modalities newly introduced by the brazilian Law of Public-Private Partnerships. It was investigated the state of the art on the theory about concessions evaluation, quality instruments and forms of spliting obligations and risks between the public and private initiative. The existing legal frame for this nature of public contracts were also mentioned and explained. The main objective of the research was to extract the empirical knowledgement acquired by the Public Administration in four selected transport concession projects. It were analyzed the reasons within each established model. It was developed some critique about the decisions on structuring and the obtained results on each endeavor. From these studies, it were developed the overall framework of the applied tools and the evaluation summary of the projects, aiming to outline relevant suggestions for the improvement of the concessions for transportation services in Brazil. For the full development of concessions structures, it were proposed methods of investigation about obligations to be transferred to the private partner, share the risk and use of mechanisms for quality control of works and services provided. Among the key conclusions, the study showed up the urgency of the application of concession evaluation methods during the precedent studies, both to assess the alternatives structures of models for concession, as well as to compare with the business conducted directly by the Government.