Road freight transport is changing, with an uncertain future and climate change calling for adaptation. Batteries as the power source are one solution for sustainable transport, yet these are affected by degrading effects, eventually making the batteries unusable. However, previous studies have shown that stationary second-life applications are possible for the used batteries. Another possibility is to reuse batteries in trucks with lower load requirements, thus extending their useful life, which also could aid in coping with the large number of batteries that battery electric vehicles will require. Nevertheless, few scholars have focused on this, and the literature is scarce. How battery usage affects truck performance in different life cycles must then be answered. Additionally, a proper business model must be adopted since the ownership of batteries and responsibility for the degrading becomes less clear with several users. Hence, investigating how more circular business models for batteries perform compared to linear business models is enticing. However, the uncertain future makes several possible future scenarios equally likely to happen, leading to future planning struggles. This work dives into the problem by developing a simulation model that uses a future scenario framework to simulate the effect of battery usage and different business models in the future. This work has several valuable contributions. First, it shows that using batteries in several lifecycles has benefits. Second, more circular business models for batteries can be more beneficial than linear business models, depending on the future values and payment methods. Above all, this work also has implications on a greater level, showing the potential value of using simulation methods in product and business model development processes. Using such models can develop products and business models to be sustainable, robust against futu reuncertainties, and perform the best on a module, product, and company level. In short, this study has shown the value of combining future scenarios with technical and business model aspects to simulate the future and gain insights for development. / Vägtransport är under förändring, där en osäker framtid och miljöförändringar kräver anpassning. Batterier som energikälla är en lösning för hållbara transporter, dock är dessa påverkade av degraderingseffekter, som till slut gör batterierna oanvändbara. Tidigare studier har visar på att återanvändning i stationära applikationer är möjligt för använda batterier. En annan möjlighet är att återanvända batterier i lastbilar med lägre belastningskrav, och därmed förlänga dess användbara liv, vilket också kan hjälpa att hantera det stora behovet av batterier som batteri-elektriska fordon kommer kräva. Dock är litteraturen om detta otillräcklig. Därmed måste batterianvändingens påverkan på lastbilsprestanda i olika livscykler av batteriet undersökas. Utöver det måste också en lämplig affärsmodell användas eftersom ägandeskapet av batterier och ansvaret för degradingseffekter blir mindre tydlig med flera användare. Därför är det intressant hur cirkulära affärsmodeller för batterier presterar jämfört med linjära affärsmodeller. En osäker framtid med många möjliga framtida scenarier gör planering för framtiden svårt. Detta arbete hanterar problemet genom att skapa en simuleringsmodell som använda ett ramverk för framtida scenarier för att simulera effekten av batterianvändning och affärsmodeller i framtiden. Detta arbete bidrar med flera viktiga insikter. För det första, visas att användning av batterier i flera livscykler har fördelar jämfört med bara en livscykel. För det andra, visas att mer cirkulära affärsmodeller för batterier kan vara förmånligt jämfört med linjära affärsmodeller, beroende på framtida värderingar och betalningsstrukturer. Framförallt visar detta arbete implikationer på en högre nivå, genom att visa potentialen av att använda simuleringsmodeller i utvecklingsprocesser för produkt och affärsmodeller. Genom att använda denna typ av model kan produkter och affärsmodeller utvecklas till att vara hållbara, robusta mot framtida osäkerheter, och prestera bäst på en modul-, produkt-, och företagsnivå. Sammanfattat visar denna studie på värdet av kombinera framtida scenarier med tekniska- och affärsmodellsaspekter för att simulera framtiden och få insikter för utveckling.

Essa pesquisa tem como foco a tomada de decisão para a escolha de modais de transporte urbano coletivo e analisa os desempenhos operacionais e funcionais dos sistemas Bus Rapid Transit (BRT), Veículo Leve sobre Trilhos (VLT) e Monotrilho. Um modelo de apoio multicritério à decisão (AMD) em cenários complexos é utilizado na análise e tem como dados de entrada as preferências subjetivas de agentes de decisão (stakeholders) e os desempenhos objetivos e subjetivos dos três modais com relação a um sistema de cinco critérios e 22 subcritérios. Tal sistema cobre os eixos de eficiência energética, custo, viabilidade econômica e financeira, qualidade da viagem e impactos ambientais. Stakeholders selecionados com perfis de operador, vizinho, usuário, fornecedor de equipamentos e serviços e consultor em transportes urbanos atribuem suas preferências, pontuando-as em escala numérica de 1 a 9. Visando a aplicação do modelo na região da cidade de São Paulo, foram coletadas 138 opiniões de preferências através de formulários de avaliação e entrevistas conduzidas nessa região. Cada um dos três modais, após ser configurado para atender aos requisitos operacionais e funcionais do serviço de transporte definido por uma unidade funcional comum, tem os seus desempenhos com relação ao mesmo conjunto de critérios e subcritérios pontuados em uma escala numérica. Um índice global (IG), que define a prioridade de cada alternativa, é obtido pela agregação das preferências e desempenhos com uma função aditiva. O modelo foi aplicado em um estudo de caso que simulou a operação dos três modais no trecho entre as estações Vila Prudente e São Mateus da Linha 15 do Metrô de São Paulo, cujos requisitos definiram a unidade funcional. Dentro dos limites e premissas estabelecidas para o estudo de caso, os índices globais calculados indicaram a preferência pelo modal Monotrilho, seguido, na ordem, pelo VLT e BRT. / This research focuses on decision-making support methods to choice public urban transport modes and analyzes the operational and functional performances of the Bus Rapid Transit (BRT), Light Rail Transit (LRT) and Monorail systems. A multicriteria decision aided model (MDAM) in complex scenarios is used in the analysis and has as input data the subjective preferences of stakeholders and the objective and subjective performances of the three modalities in relation to a set of five criteria and 22 subcriteria. This system covers the axes of energy efficiency, cost, economic and financial feasibility, travel quality and environmental impacts. Stakeholders selected with profiles of operator, neighbor, user, equipment and service provider and consultant in urban transport assign their preferences, scoring them on a numerical scale from 1 to 9. In order to apply the model in the region of the city of São Paulo, 138 opinions were collected through evaluation forms and interviews conducted in that region. Each of the three modes, once configured to meet the operational and functional requirements of the transport service defined by a common functional unit, has its performances against the same set of criteria and subcriteria scored on a numerical scale. A global index (GI), which defines the priority of each alternative, is obtained by aggregating the preferences and performances according to an additive function. The MDAM model was applied in a case study that has simulated the operation of the three transport modalities in the stretch between the stations Vila Prudente and São Mateus of the Line 15 of the São Paulo Metro, whose general requirements did define the functional unit of the case. Within the limits and assumptions defined for the case study, the calculated global indices indicated the first preference for the Monorail modal, followed, in sequence, by the LRT and BRT.

Das Leitbild einer nachhaltigen Entwicklung ist seit den frühen 90er Jahren zum Schlagwort für Lösungsansätze auf allen räumlichen Ebenen und für zahlreiche Institutionen und Handlungsfelder geworden. Darüber, was sich hinter dem Leitbild tatsächlich verbirgt, herrscht allerdings weder unter den Wissenschaftlern noch unter den Politikern und Vertretern gesellschaftlicher Gruppen Einigkeit. Eine genaue Operationalisierung in Politik und Planung steht noch in den Anfängen. In der vorliegenden Arbeit wird aufbauend auf politikwissenschaftlichen Erkenntnissen ein Verfahrensschema für eine schrittweise handlungsfeld- und lokalspezifische Konkretisierung von Nachhaltigkeit aufgezeigt und exemplarisch am Beispiel des Berliner Stadtverkehrs angewandt. Diesem Verfahrensschema entsprechend wird das Nachhaltigkeitskonzept zunächst auf Basis einer breiten Literaturauswertung analysiert. Dabei werden so genannte konsensuale und kontroverse Konzeptelemente unterschieden und eine eigene Position erarbeitet, die die konsensualen Konzeptelemente als obligatorisch für nachhaltige Planungsverfahren herausstellt. Im Hinblick auf die kontroversen Konzeptelemente werden begründete Prämissen darlegt. Eine wesentliche Grundlage für die Konkretisierung von Nachhaltigkeit im Verkehr und die Ableitung von Nachhaltigkeitsindikatoren für den Berliner Stadtverkehr bildet die Analyse von fünf nationalen und internationalen verkehrsbezogenen Nachhaltigkeitsstudien. Dabei wird ein weites Spektrum von Ansichten, Wissen und Erfahrungen zusammengeführt und verglichen; erfolgversprechende sowie problematische Ansätze werden aufgezeigt. Im Sinne einer "strategischen Nachhaltigkeitsplanung" erfolgt eine hierarchisierte Zielbildung mit Monitoringbausteinen. Diese wissenschaftliche Zielentwicklung (die immer auch Werturteile beinhaltet, da sie sich an den normativen Prinzipien der Nachhaltigkeit orientiert) sollte im Rahmen eines zweistufigen Prozesses einer politisch-partizipativen Zielentwicklung vorausgehen; sie liefert die erforderlichen Grundlagen für den lokalen Diskussions- und Entscheidungsprozess. Damit soll auch angedeutet werden, dass Nachhaltigkeit als ein iterativer Such- und Lernprozess zu verstehen ist. / Since the early 1990s the concept of sustainable development has been widely used in many areas and at all spatial levels. Nevertheless there is still no common understanding among scientists of what sustainable development actually means or how to define the concept and to deal with it in politics and planning. Based on findings by political scientists, the present thesis proposes a scheme for an incremental implementation of sustainable development - exemplified for urban transport in Berlin. Sustainable development is first analysed by a thorough literature survey which results in a distinction between consensual and controversial elements of the sustainability concept. The consensual elements are adopted and own views with regard to the controversial elements are specified for the following elaboration. In order to concretise sustainability in the transport area and to find indicators for sustainability in the transport sector of Berlin, five national and international studies are analysed. In terms of "strategic sustainability planning" a hierarchical definition of goals is presented with building blocks of a sustainability monitoring system. Within a participatory process on the regional level the results could be used in the Local Agenda 21 process and the on-going transport planning processes in Berlin.

Gegenstand der Arbeit ist die Entwicklung eines tour-basierten Verkehrsnachfragemodells zur Abbildung von Aktivitätenketten unter Berücksichtigung von raum-zeitlichen constraints. Den theoretischen Hintergrund bildet ein hierarchisch organisierter Entscheidungsprozess, um die theoretisch möglichen Entscheidungskombinationen zu reduzieren und damit eine wahrscheinlichkeitsbasierte Berechnung zu ermöglichen. Als Beispieltour dient die Aktivitätenkette ‚Wohnen-Arbeit-Sekundäraktivität-Wohnen’, auf deren Basis auch die statistischen Analysen der Mobilitätsbefragung Santiagos durchgeführt werden. Unter Verwendung eines GIS werden so genannte ‚Suchräume’ (Aktionsräume in denen Sekundäraktivitäten durchgeführt werden) ermittelt. Ein Ergebnis der Datenanalyse sind Grenzwerte der maximalen täglichen Reisezeit für eine Reihe von Modus-Kombinationen. Die Zeitfenster von Startzeiten und Aktivitätendauer werden in Abhängigkeit sozioökonomischer Gruppen ermittelt. Die Bestimmung der Suchräume erfolgt in Abhängigkeit von Arbeitsdauer sowie Distanz zwischen Wohn- und Arbeitsort. Beide Kriterien erwiesen sich in der Analyse als statistisch signifikant. Der Vergleich zwischen Modell und Empirie (Santiagos Mobilitätsbefragung) deutet darauf hin, dass die Suchräume geeignet sind und die Mehrheit der beobachteten Zielwahlentscheidungen beinhalten. Zur Berechnung der Wahrscheinlichkeitspfade (unter Verwendung der Programmsyntax von SPSS) wird ein im Umfang auf sieben Ziele reduziertes Alternativenset pro Wohn- und Arbeitsstandort bestimmt. Dabei werden Erreichbarkeit und Attraktivität der Ziele innerhalb des Suchraumes berücksichtigt. Die erzielten Ergebnisse stützen das Argument, dass die raum-zeitlichen constraints (tägliche Reisezeit, Suchräume) eine effektive Reduktion der kombinatorischen Vielfalt zulassen. Die Erfahrungen aus der Berechnung der Beispieltour eignen sich zum Übertrag auf weitere Tour-Typen, um eine Modellierung der städtischen Gesamtverkehrsnachfrage zu ermöglichen. / In this thesis we develop a tour-based approach for modeling activity and travel pattern considering time-space constraints. A hierarchical structure of choice-making builds theoretical background for the model and is based on a set of axiomatic rules. Our central argument is that the time-space constraints can be used for reducing the number of choices and, respectively, control the combinatorics associated with the probabilistic approach. The empirical analysis of our use case, a tour of type ‘Home-Work-SecondaryActivity-Home’, is based on Santiago’s travel survey. In addition, we apply GIS to estimate the so-called search spaces (potential areas where secondary activities are realized) and justify their sizes with the empirical findings. From the data analysis we identify thresholds for the tour-based maximum daily travel times considering a set of mode combinations. We define regimes of starting times and duration of activities depending on socio-economic user groups. The estimation of search spaces is realized considering the time spent at work as well as the distance between the home and work locations. Both criteria were found to be statistically significant. The comparison of modeled results with survey observations allowed concluding that the search spaces are realistic since they capture most of the observed trip destinations. For the estimation of spatial path flows of activities and trips (using SPSS programming language), we define a final choice set of no more than seven alternatives per primary location considering zone-based accessibility and land-use attractiveness. The obtained results support the argument that time-space constraints (daily travel time, search spaces) allow an effective control of combinatorial complexity. Basing on the experience obtained in process of modeling the exemplary tour, the approach can be applied to further tour types offering the possibility to estimate the entire transport demand of Santiago city.

O objeto de estudo deste trabalho são as avenidas perimetrais da Área Central da cidade de São Paulo descritas a partir do seu desempenho atual. A descrição das avenidas as aborda a partir do entendimento de como sistemas de mobilidade podem ser avaliados e descritos do ponto de vista urbanístico. A partir desta afirmação discuto alguns aspectos para sua caracterização, levando em conta a importância do transporte coletivo para os espaços da Área Central. Neste sentido, discuto a articulação entre perimetrais e radias, elementos que as vinculam ao sistema de transporte metropolitano; a existência de uma rede de espaços públicos na Área Central conflitantes com sua utilização como suporte das redes de transporte que atingem a Área Central; e, finalmente, a ideia de que as vias perimetrais não são um conjunto coerente de vias. Em outro eixo de análise, estudo o histórico de formação da área, visando o entendimento das condicionantes de projeto que foram responsáveis pela construção dos trechos que a compõem. Este histórico é pautado pela ideia de que é possível entender a formação da área através não só da construção de seus espaços mas também de como estes espaços foram utilizados como suporte das redes de transporte metropolitano. Finalmente, apresento alguns estudos de caso sobre a relação entre mobilidade e projeto urbano, agrupando projetos em duas linhas de discussão: a primeira, sobre projetos que tiveram o automóvel e sua relação com a cidade como referência; e a segunda sobre transporte coletivo sobre pneus e oportunidades urbanísticas advindas da reestruturação viária. A partir das análises sobre o desempenho atual e o histórico de formação das perimetrais faço considerações para o estabelecimento de parâmetros urbanísticos para intervenção na área. / The subject of this study are the perimetral routes of São Paulo\'s Central Area, which are described based on their current performance. The subject is addressed from the understanding that mobility systems can be described and evaluated from an urbanistic point of view. From this statement on, some aspects for it\'s characterization are discussed taking in consideration the importance of public transport to the Central Area. In that sense, the articulation between perimetral and radial routes is discussed, as well as the elements that bind them to the metropolitan transportation system; the existence of a network of public spaces in the Central Area that conflicts with it\'s use as a support to transportation networks; and finally, the idea that the perimetrical routes are not a coherent system of routes. Another analytical axis is the historical development of the area toward an understanding of the project\'s determining factors responsible for the construction of the sections that comprises it. This background is guided by the idea that it is possible to understand the formation of the Central Area, not only through the point of view of it\'s spatial construction but also trough the analysis of how these space were used as support to the metropolitan transport network. Finally some case studies are presented pertaining the relationship between mobility and urban projects, gathering projects in two lines of thoughts: the first being projects that had the relation between automobiles and the city as reference; the second about public transportation and urbanistic opportunities arousing from busways. Based on the analysis of the current performance and historical consolidation of the perimetral routes, considerations are made for the establishment of urbanistic parameters of intervention in the Central Area.

O objeto de estudo deste trabalho são as avenidas perimetrais da Área Central da cidade de São Paulo descritas a partir do seu desempenho atual. A descrição das avenidas as aborda a partir do entendimento de como sistemas de mobilidade podem ser avaliados e descritos do ponto de vista urbanístico. A partir desta afirmação discuto alguns aspectos para sua caracterização, levando em conta a importância do transporte coletivo para os espaços da Área Central. Neste sentido, discuto a articulação entre perimetrais e radias, elementos que as vinculam ao sistema de transporte metropolitano; a existência de uma rede de espaços públicos na Área Central conflitantes com sua utilização como suporte das redes de transporte que atingem a Área Central; e, finalmente, a ideia de que as vias perimetrais não são um conjunto coerente de vias. Em outro eixo de análise, estudo o histórico de formação da área, visando o entendimento das condicionantes de projeto que foram responsáveis pela construção dos trechos que a compõem. Este histórico é pautado pela ideia de que é possível entender a formação da área através não só da construção de seus espaços mas também de como estes espaços foram utilizados como suporte das redes de transporte metropolitano. Finalmente, apresento alguns estudos de caso sobre a relação entre mobilidade e projeto urbano, agrupando projetos em duas linhas de discussão: a primeira, sobre projetos que tiveram o automóvel e sua relação com a cidade como referência; e a segunda sobre transporte coletivo sobre pneus e oportunidades urbanísticas advindas da reestruturação viária. A partir das análises sobre o desempenho atual e o histórico de formação das perimetrais faço considerações para o estabelecimento de parâmetros urbanísticos para intervenção na área. / The subject of this study are the perimetral routes of São Paulo\'s Central Area, which are described based on their current performance. The subject is addressed from the understanding that mobility systems can be described and evaluated from an urbanistic point of view. From this statement on, some aspects for it\'s characterization are discussed taking in consideration the importance of public transport to the Central Area. In that sense, the articulation between perimetral and radial routes is discussed, as well as the elements that bind them to the metropolitan transportation system; the existence of a network of public spaces in the Central Area that conflicts with it\'s use as a support to transportation networks; and finally, the idea that the perimetrical routes are not a coherent system of routes. Another analytical axis is the historical development of the area toward an understanding of the project\'s determining factors responsible for the construction of the sections that comprises it. This background is guided by the idea that it is possible to understand the formation of the Central Area, not only through the point of view of it\'s spatial construction but also trough the analysis of how these space were used as support to the metropolitan transport network. Finally some case studies are presented pertaining the relationship between mobility and urban projects, gathering projects in two lines of thoughts: the first being projects that had the relation between automobiles and the city as reference; the second about public transportation and urbanistic opportunities arousing from busways. Based on the analysis of the current performance and historical consolidation of the perimetral routes, considerations are made for the establishment of urbanistic parameters of intervention in the Central Area.

Cette thèse s'intéresse à la spectaculaire diffusion du tramway dans les villes françaises et européennes. Pour comprendre le phénomène du point de vue des processus décisionnels à l'oeuvre, l'objet est envisagé sous trois états successifs : solution, projet, produit final. L'analyse porte dans un premier temps sur la "réinvention" de la solution dans les années 1970 en France. Puis, le regard se déplace sur trois villes ayant fini par s'équiper d'un tramway : Marseille, Dublin et Grenoble. Pour comprendre l'appropriation comme les nombreuses oppositions, la focale est positionnée sur les arguments justificatifs/critiques échangés au sein des trois systèmes d'acteurs correspondants. Il apparaît que dans un premier temps, le tramway est essentiellement envisagé comme une solution de transport, objectivée et rationnelle. Or, à partir des années 1990, l'argumentaire justificatif connaît une évolution très notable à Grenoble et Marseille. La solution parvient à agréger un ensemble croissant de vertus, que celles-ci touchent à l'urbanisme, au partage de l'espace public, aux polarisations socio-spatiales ou encore au vote des citoyens-électeurs. À travers cette mutation, le tramway se politise, et convainc plus largement. Ce processus n'est pas étranger à la multiplication des projets en France. Au contraire, le détour par Dublin permet de comprendre quelles difficultés rencontrent les promoteurs d'un tramway cantonné à sa dimension "transport", et comment ces difficultés sont plus ou moins surmontées. / This thesis deals with the success of light rail schemes in French and European cities. It considers successively light rail as a generic policy solution, a spatialised project and a policy output. In such way it questions the "reinvention" of the solution in 1970s France. Then the analysis dwells on three cities : Marseille, Dublin and Grenoble. It focuses on arguments that are exchanged within the corresponding systems of actors. It appears that during a first period, light rail is essentially promoted as a transport solution, framed as rationale and comparable to other public transport modes. However, from the 1990's, supporting discourses evolve dramatically in Grenoble and Marseille. The solution happens to agregate a wider range of « virtues », that is to say admitted qualities concerning new fields of interest : urbanism, the distribution of public realm, socio-spatial polarizations or local elections results. Such an evolution can be interpreted as a form of politicisation. It seems to foster the emergence of new projects in France. On the contrary, the case of Dublin helps to understand the difficulties that are faced by a light rail that remains justified mainly by its "transport" dimension, and how these difficulties are more or less overcome.

The main goal of this theses is to evaluate the public transportation service in České Budějovice. The theoretical part of this thesis offers the reader, basic information about services, their characteristics, features, but also information about pricing and types of services. Reader will be also acquainted with information about transportation services. Analytical part of the thesis describes actual status of public transportation in České Budějovice. The various routes, means of transport and conditions for transportation are described in detail. The financial development of public transport provider, Dopravní podnik města České Budějovice, is also evaluated. In order to achieve the main goal of thesis, the questionnaire with the focus on customer needs, was created. Thanks to the responses of the passengers, it was possible to determine which are the most important positives and negatives of public transportation in České Budějovice. Subsequently, the SWOT analysis was made. The SWOT analysis determined, what strategy the company should select in the future. Based on the results from performed analysis, it was then possible to suggest some proposals, that would in the future lead to improvement of public transportation service of České Budějovice.

In order to improve urban air quality and to meet legislation requirements, vehicular technology is constantly advancing. It focus on techniques that reduce both fuel consumption and emissions of greenhouse gases as well as harmful pollutant emissions. The technologies, however, have different impacts depending on the city, its traffic conditions and urban planning as well as other socio-economic and cultural factors that affect the driving stile. Thus, standard drive cycles such as NEDC, FTP75 or others may not represent properly the actual condition and are being progressively replaced by real-world driving cycles. This paper aims to analyze the impact of real driving conditions in the city of Santa Maria, in southern Brazil, in respect to emissions and fuel consumption. Data of real world driving cycles were collected for motorized transport and introduced into computational models to simulate vehicles traveling in predetermined route. Urban buses and passenger cars were evaluated in different traffic conditions. Underestimation of more than 50% in emissions were observed in heavy traffic conditions across the indicated in standard cycles. Simulation of techniques to reduce pollutant emissions in Diesel engines has confirmed more than 90% reductions in emissions of PM, CO, HC, and 40% of NOx, operating under real conditions. / Objetivando a melhoria na qualidade do ar urbano e o atendimento à legislação, a tecnologia veicular está em constante desenvolvimento. O foco está em técnicas para redução, tanto do consumo de combustível quanto de emissões de gases do efeito estufa. As tecnologias, entretanto, possuem diferentes impactos dependendo da cidade, das condições de tráfego e do planejamento, assim como demais fatores socioeconômicos e culturais que interfiram no modo de condução. Com isso, ciclos padrões de condução, como NEDC e FTP75, por exemplo, não representam com propriedade a condição atual de tráfego e estão sendo gradativamente substituídos pelos ciclos reais de condução. Esta dissertação objetiva analisar o impacto de ciclos reais no trânsito urbano da cidade de Santa Maria- RS, no âmbito de emissões e consumo de combustível. Dados de ciclos reais de condução foram coletados para meios de transporte motorizados e introduzidos em modelos computacionais, visando simular um veículo percorrendo o trajeto pré-estabelecido. Assim, avaliaram-se carros de passeio e ônibus urbanos em diferentes condições de tráfego. Em posse dos resultados foram realizadas as comparações com ciclos padrão existentes, onde verificaram-se subestimações de mais de 50% nas emissões por ciclos padrão frente à condições reais de tráfego intenso. A simulação de sistemas para a redução nas emissões de poluentes em motores Diesel, operando em condições reais, confirmou reduções de mais de 90% nas emissões de MP, CO e HC e de 40% nas emissões de NOx.

Made available in DSpace on 2014-12-17T14:53:24Z (GMT). No. of bitstreams: 1 LunardoAS.pdf: 501752 bytes, checksum: 4b92e4de82be9123f2141ed76a6436df (MD5) Previous issue date: 2007-08-16 / This thesis carries through an application of Analysis of Multicriterion Decision with use of the method of Analytical Hierarchy Process (AHP) in the problematic one of taking of decision of the adoption of electronic collecting in the system of urban transport in the country, a subject that has been controversial. A modeling of criteria and alternatives is carried through and applied a questionnaire based on method AHP the excellent actors in the system of urban transport - Leading of the Managing Agency Public Municipal theatre of Urban Transports, Controller of Company of Bus, Controller of Labor union, Controller of Union of Companies, Communitarian Leader. The considered alternatives were: the maintenance of the current state with collectors, the implementation of electronic collection without collectors, and the implementation of electronic collection with collectors. The used criteria were: job, impact in the fare, control of the system, easiness of use, information. The study was carried through in the city of Natal, RN, where if the adoption of electronic collection argues and where this implementation in some bus lines between Natal and Parnamirim exists, city that integrates the region of the great Natal. The main results of the method evidence in a dimension, the viability of use of method AHP with questionnaire by means of validation of the judgments with analysis of variance beyond proper the normal mechanisms of analysis of consistency to the method, and in another one, the contribution of the analysis boarding multicriterion to become the judgments more clearly. The main results of the analysis help to show that although to models of criteria and distinct judgments of the actors, the method evidenced that it has inclination the adoption of the electronic collection on the current situation, even so with divergences between the maintenance or not of the collector. The research points to the possibility of accomplishment of the application of the AHP in successive rounds of judgments / Esta Disserta??o de Mestrado realiza uma aplica??o de An?lise de Decis?o Multicrit?rio com uso do m?todo de Processo de Hierarquia Anal?tica (Analytical Hierarchy Process AHP) na problem?tica de tomada de decis?o da ado??o de bilhetagem eletr?nica no sistema de transporte urbano no pa?s, um assunto que tem sido controverso. ? realizada uma modelagem de crit?rios e alternativas e aplicado um question?rio baseado no m?todo AHP a atores relevantes no sistema de transporte urbano Dirigente do ?rg?o Gestor P?blico Municipal de Transportes Urbanos, Dirigente de Empresa de ?nibus, Dirigente de Sindicato de Trabalhadores, Dirigente de Sindicato de Empresas, L?der Comunit?rio. As alternativas consideradas foram: a manuten??o do estado atual com cobradores, a implementa??o de bilhetagem eletr?nica sem cobradores, e a implementa??o de bilhetagem eletr?nica com cobradores. Os crit?rios utilizados foram Emprego, Impacto na Tarifa, Controle do Sistema, Facilidade de Uso, Informa??o. O estudo foi realizado na cidade de Natal, RN, onde se discute a ado??o de bilhetagem eletr?nica e onde existe essa implementa??o em algumas linhas entre Natal e Parnamirim, cidade que integra a regi?o da Grande Natal. Os principais resultados do m?todo evidenciam em uma dimens?o a viabilidade de uso do m?todo AHP com question?rio mediante valida??o dos julgamentos com an?lise de vari?ncia al?m dos mecanismos normais de an?lise de consist?ncia pr?prios ao m?todo, e em outra a contribui??o da abordagem de an?lise multicrit?rio para tornar mais claro os julgamentos. Os principais resultados da an?lise ajudam a mostrar que apesar de modelos de crit?rios e julgamentos distintos dos atores, o m?todo evidenciou que h? domin?ncia final da ado??o da bilhetagem eletr?nica sobre o estado atual, embora com diverg?ncias entre a manuten??o ou n?o do cobrador. A pesquisa aponta para a possibilidade de realiza??o da aplica??o do AHP em rodadas de julgamentos sucessivas