Made available in DSpace on 2016-04-29T14:17:26Z (GMT). No. of bitstreams: 1 Carlos Eduardo de Paiva Cardoso.pdf: 3216018 bytes, checksum: c3c55bbc8b59a01a6459090d841c6f4e (MD5) Previous issue date: 2008-06-16 / This study is concerned with the analysis of transportation in the urban the city of São Paulo, under the social risks and deprivations approach. The social inequality arises from a lot of factors as (1) the economics performance, (2) the socioeconomic conditions of the distinct population that inhabit the city, (3) the urban distribution, mostly the spatial abysm among the dwelling places, the socioeconomic activities and the public infrastructure as hospitals, schools etc and (4) the transportation attendance in the various regions of the city, mainly the public urban transportation. The quality of attendance of the urban transportation to the different population, on the other hand, depends on: (1) the number of available lines, (2) the frequency and destination of these lines, (3) the needs of displacement of these population and (4) the cost of the urban transportation relate to the income of these population. The quality and the accessibility to the urban transportation are subjects often studied in the fields of Transportation Engineering and Urbanism in the last few years. At the same time, in Social Service and Social Sciences areas, many works have sought to identify the spatiality of the social inequality, making use of concepts as: poverty line, social inclusion/exclusion, social vulnerability etc. From understanding the factors that compose the urban transportation universe and its social risks and deprivations we developed a methodology that allowed us to compare these two universes. As a final result of this work we have: (1) a methodology for the analysis of transportation variables that permits the comparison of these variables to socioeconomic variables as social vulnerability and social inclusion/exclusion; (2) the comparison of the social inequality spatiality to the urban transportation attendance spatiality, allowing us to identify, to the regions of greatest social deprivations in the city of São Paulo, the level of the urban transportation attendance, and to assess if the existing urban transportation system is quelling social deprivations or not / Este estudo teve como objetivo a análise do transporte coletivo urbano da cidade de São Paulo sob a ótica dos riscos e carências sociais. A desigualdade social resulta de diversos fatores como (1) o desempenho da economia, (2) as condições socioeconômicas das diferentes populações que habitam a cidade, (3) a distribuição urbana, principalmente o fosso espacial entre os locais de moradia, as atividades socioeconômicas e as infra-estruturas públicas como hospitais, escolas, etc. e (4) o atendimento do transporte à população nas diferentes regiões da cidade, principalmente o transporte coletivo público. A qualidade do atendimento do transporte coletivo urbano às diferentes populações, por sua vez, depende do: (1) número de linhas disponíveis, (2) da freqüência e destinos destas linhas, (3) das necessidades de deslocamento desta população e (4) do custo deste transporte relativo aos ganhos da mesma população. A qualidade e a acessibilidade ao transporte coletivo são temas bastante tratados nas áreas da Engenharia de Transporte e Urbanismo durante os últimos anos. Ao mesmo tempo, nas áreas de Serviço Social e Ciências Sociais, inúmeros trabalhos têm buscado identificar a espacialidade da desigualdade social utilizando conceitos como: linha de pobreza, inclusão/exclusão social, vulnerabilidade social etc. A partir da compreensão dos fatores que compõem o universo do transporte coletivo urbano e dos riscos e carências sociais desenvolvemos uma metodologia que permitiu a comparação destes dois universos. Como resultado final deste trabalho temos: (1) uma metodologia de análise de variáveis de transporte que permite a comparação destas, com variáveis socioeconômicas como vulnerabilidade social e inclusão/exclusão social, (2) a comparação da espacialidade da desigualdade social à espacialidade do atendimento do transporte coletivo urbano, permitindo-nos identificar, para as regiões de maiores carências sociais do município de São Paulo, o grau de atendimento do transporte coletivo e aferir até que ponto o sistema de transporte urbano existente é um mitigador ou não das desigualdades sociais

While bicyclists and other active travelers obtain health benefits from increased physical activity, they also risk uptake of traffic-related air pollution. But pollution uptake by urban bicyclists is not well understood due to a lack of direct measurements and insufficient analysis of the determinants of exposure and ventilation (breathing). This knowledge gap impedes pollution-conscious transportation planning, design, and health impact assessment. The research presented in this dissertation generates new connections between transportation system characteristics and pollution uptake by bicyclists. The primary research questions are: 1) how do urban bicyclists' intake and uptake of air pollution vary with roadway and travel characteristics and 2) to what extent can transportation-related strategies reduce uptake. Breath biomarkers are used to measure absorbed doses of volatile organic compounds (VOCs). This research is the first application of breath biomarkers to travelers and the first uptake measurements of any pollutant to include roadway-level covariates. Novel methods to collect and integrate bicycle, rider, traffic, and environmental data are also introduced. Bicyclist exposure concentrations, exhaled breath concentrations, respiratory physiology, and travel characteristics were collected on a wide range of facilities in Portland, Oregon. High-resolution trajectory and pollution data were then integrated with roadway and traffic data. Models of exposure, ventilation, and uptake of VOCs were estimated from the on-road data. Important new quantifications in the models include the effects of average daily traffic (ADT) on multi-pollutant exposure, the lagged effect of on-road workload on ventilation, and the effects of exposure and ventilation on absorbed VOCs. Estimated models are applied to situations of interest to travelers and transportation professionals. Sample applications include the inhalation dose effects of road grade, cruising speed choice, stops, and detouring to parallel low-traffic facilities. In addition, dose-minimizing routing behavior is compared with revealed routing preferences in the literature. Finally, findings from this research and the literature are distilled so that they can be incorporated into bicycle network design guidelines.

During the past several decades, most U.S. metropolitan areas have experienced strong suburbanization of housing and jobs (i.e., urban sprawl). The sprawl that arises from urban growth has become a big issue in many metropolitan areas in the U.S. In response, there has been increased interest in urban containment policies. There are contrasting views (planning-oriented vs. market-oriented) of urban sprawl and urban containment policies. Planning-oriented scholars asserted the problems of 'geographic sprawl (GS)' and the positive effects of urban containment polices, while market-oriented scholars asserted the problems of 'economic sprawl (ES)' and the negative or negligible effects of urban containment policies. Therefore, this dissertation analyzed whether urban containment policies affect urban sprawl, employment center formation, and urban commuting. The results of this dissertation indicate that urban containment policies play an important role in affecting urban sprawl, employment center formation, and urban commuting, as well as explaining the contrasting views (planning-oriented vs. market-oriented) of urban containment policies. Implementing urban containment policies can produce positive effects such as compact development, which can promote J-H balance. However, as seen in the relationship between urban containment policies, urban sprawl and housing values, stronger urban containment policies can produce negative effects, such as traffic congestion and an increase in housing prices.

For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice.

Thesis submitted to the Division of Science and Engineering. Bibliography: leaves 307-322.

published_or_final_version / Public Administration / Master / Master of Public Administration

No abstract available. / Thesis (M.T.R.P.)-University of Natal, Durban, 2001.

Rapid growth in suburb-to-suburb commuting has created a problem for transit providers: the dispersed commuting patterns are very difficult to serve with transit, and are characterized by low transit use. This thesis aims to determine which markets have the best potential for transit, and what factors could increase this potential. Surrey, B.C. is typical of the rapidly growing areas where suburb-to-suburb commuting is most prevalent. Commuting between Surrey and other suburban areas has increased sharply in recent years. A detailed examination of commuting patterns within Surrey revealed the highly dispersed nature of the work trip flows; the only flows which were concentrated to any degree were those between nodes with relatively high population and employment densities. A correlation was found between density, especially employment density, and transit use. Inter-nodal trips, which already have the greatest transit use among suburb-to-suburb trips, will be a key market for transit in the suburbs. Inter-nodal express service would help to address complaints that suburb-to-suburb transit service is too slow and indirect. Trips to and from the nodes will also be an important market. Intra-nodal trips, which presently have low transit use, form another key market which could possibly be served by a paratransit shuttle service. In Surrey, efforts have begun to address the issue of suburb-to-suburb transit in a comprehensive manner, but there has been little substantive progress to date. The case study results were used to develop a conceptual framework for suburb-to-suburb transit planning which could then be applied to other suburban areas facing similar problems. The framework calls for a wide array of transit and paratransit services, each filling a different market niche, which can be combined to create an integrated but flexible system. This system must be reinforced with land use strategies to promote greater densities, and more pedestrian and transit friendly design. Transportation demand management must also be used to encourage transit use by increasing the costs of driving an automobile. This three-pronged, comprehensive approach should allow transit to compete successfully in some suburban markets.

One of the most pressing problems faced by large urban areas is traffic congestion. Traffic congestion, or the urban transportation problem is not a new phenomenon, having existed since the process of urbanization began. Low density urbanization or suburbanization, facilitated by the availability of large numbers of automobiles has contributed to the present traffic problem. The causes of the problem have long been recognized by planners and decision makers, and viable solutions have been proposed. However, in spite of solutions being known, the problem still exists and has become worse. The purpose of this study is to observe how planners have dealt with the land use and transportation factors which contribute to the ever worsening traffic problems in a suburban area. It is hypothesized that the fragmented nature of the planning and decision making processes have resulted in a lack of co-ordination and co-operation in planning to resolve the urban transportation problem. The objectives of this thesis are to gain an understanding of: 1) why the urban transportation problem exists; 2) the planning process involved in finding solutions to this problem; and 3) the effect of the fragmentation of authority over various factors of land use and transportation. The methodology includes the following steps. The first is a literature review of the current thought on the subject of traffic congestion, and the factors causing it. The second is a literature review of the planning process and the theoretical foundations of current thought on land use and transportation studies. This will be followed by a case study using a descriptive historical approach. The case study reviews developments as well as past land use and transportation studies for the study area. The fourth step involves an interpretation of the information provided in the case study in light of the literature review. The area chosen for the case study is the Greater Vancouver Regional District's North East Sector. This Sector has experienced accelerated development and an increasing 111 population dependant upon the automobile for mobility. Low density land use, has created automobile dependent development, which make an automobile a necessity. A large percentage of the workforce in the area has to commute to other areas. Numerous studies have been commissioned to find solutions to the North East Sector's transportation problems. Despite the realization of the causes of traffic congestion, the solutions presented in the studies have not been comprehensively implemented to achieve workable results. There were two major findings of this study. The first is that planners and decision makers are aware of the relationship between land use and transportation planning. The second is the fragmentation of authority for different aspects of land use and transportation has frustrated attempts to resolve traffic congestion, through a fragmenting of the planning and decision making process.

Transit trips include four parts: the trip from the front door to the transit stop; the wait at the transit stop for the transit vehicle; the transit ride; and the trip from the transit drop off point to the final destination. This thesis explores methods of improving the pedestrian trips to and from the transit stop and the waiting period at the transit stop. People are not satisfied with their transit trips. People want better quality waiting areas, increased safety, comfortable surroundings, transit information, and convenience during the transit trip. This thesis explores the positive relationship between the quality of public streets and transit facilities, and ridership satisfaction. The thesis proposes that the transit trip can be improved by improving transit waiting areas, and the paths people take arriving at and departing from transit stops. BC Transit's Vancouver Regional Transit System's transit facilities are the focus of the study. Transit facilities include: bus stops, bus loops, bus exchanges, SkyTrain stations, and SeaBus terminals. The study reviews people's attitudes towards transit facilities and discusses the items that people consider important to a transit trip. This review includes a survey conducted by the author and a review of surveys conducted for BC Transit. A review of the literature provides further evidence on the basic requirements for transit facilities and a comparison is made with the local situation. The thesis explores the potential for land use planning, urban design and on-site design to improve the safety, comfort, and convenience of transit facilities. The role of BC Transit, in providing adequate transit facilities, is discussed along with the roles and responsibilities of other associated organizations including: the Province, the Greater Vancouver Regional District, municipal governments located within the Vancouver Region, private enterprise, and business improvement districts. The study concludes BC Transit should give more thought to the transit customer in the design and location of transit facilities. And that municipal governments must take action to improve the quality of streets and transit facilities in their own communities.