Au début de la décennie 2000, en France, les intercommunalités d'agglomération deviennent compétentes afin d'élaborer les politiques urbaines de transport et de déplacements. Ce changement pose la question des objectifs prioritaires assignés à ces politiques urbaines. Pour qui et pour quoi sont élaborées les politiques urbaines de transport et de déplacements ? Ce travail de thèse pose l'hypothèse d'une différenciation des objectifs prioritaires de ces politiques urbaines selon l'histoire sociale, économique et urbaine des territoires urbains. La confrontation systématique des objectifs prioritaires des politiques urbaines de transport et de déplacements aux identités territoriales des territoires intercommunaux aboutit au résultat central de ce travail, à savoir une opposition idéale typique de la substance des politiques urbaines de transport et de déplacements. D'un côté, des territoires à l'histoire ouvrière et industrielle, en quête de solidarité, déploient des politiques urbaines de transport et de déplacements qui s'emploient à réactualiser la dimension sociale de la mobilité dans un contexte de ville motorisée. De l'autre côté, des territoires à l'histoire bourgeoise, en quête d'attractivité, déploient des politiques de transport et de déplacements dominées par l'impératif du rayonnement et de l'attractivité de la ville-centre à l'échelle de la région urbaine. Ce résultat de recherche interroge directement les registres de la solidarité métropolitaines qui émergeront de la future métropole Aix-Marseille-Provence. / During the first decade of the 21 century, in France, responsibility for the planning of urban transportation and mobility policies was transferred to the inter-municipal institutions. This major evolution now raises the question of the priorities assigned to these urban policies. For whom and why are these urban transport and mobility policies developed? In this context, this thesis is based on the assumption of a diferentiation in these urban policies priorities related to the social, economic and urban history of the urban territories. We will first describe the four supra-communal Marseille Urban Region identities. Then we will analyze the urban public transit and parking regulation policies implemented since the early 2000s by these four inter-municipal institutions. The systematic confrontation of these urban identities with the key objectives of these urban transport and mobility policies brings us to the central result of this work: a typical ideal opposition of the substance of these urban policies. On the one hand, industrial and working class territories, seeking more solidarity, develop urban transport and mobility policies putting forward the social dimension of mobility in a motorized city context. On the other hand, the bourgeois territories, in search of more attractiveness, devise urban transport and mobility policies dominated by the imperative of influence and attractiveness of the core city over the urban region. This research result directly brings up questions about the nature of the metropolitan solidarity that will emerge from the future Aix-Marseille-Provence metropolitan institution.

In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique as well as urban design concept. This technique strives to fully integrate the roadway into the urban fabric by removing elements such as lane markings, curbs, and traffic signs. By removing these elements and creating a more plaza-like space, these sites become ambiguous and no user group as priority. The technique is relatively new, and the majority of existing research concerns pedestrians only. This mixed methods research focused on six intersections in England with the goal of understanding how bicycle riders perceive and travel through shared space intersections. Using video observations of the six sites in three cities, three shared and three control, this project analyzed the variations in the paths cyclists rode through the intersections. Data were collected on several variables related to both the cyclists and their interactions with the site itself such as helmet use and riding through crosswalks. Path analysis required the development a new evaluative variable in order to compare individual paths by how much deviation there was in each path ridden as compared to other cyclists. Site-specific surveys addressed the perceptions, bicycling experience, demographics, and path and route preferences by cyclists at both shared space and control intersections. The analysis indicated that cyclists rode similarly through both shared and control intersections, and that a large percentage of riders preferred to ride farther from motor vehicles when given the space to do so. This project offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Results indicated that, in these cases, shared space was not the panacea for nonmotorized users as some literature suggests, but nonetheless appeared to be a valid form of traffic calming. This research offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice.

During the past three decades, research in travel behavior has generally proceeded from broad-level, aggregate analysis of mode share--the proportions of walking, bicycling, transit, and vehicle travel occurring in traffic analysis zones, census tracts, neighborhood, or other geographical units--to fine-grained, disaggregate analysis of mode choices and other trip-making attributes at the individual level. One potential issue is whether there are differences in the types of conclusions drawn from results of analyses performed at these different levels, as these results directly inform transportation planning and policy. This thesis aims in part to confirm whether the types of conclusions drawn from different levels of analysis are different, and to what extent. We also examine the relationships between the built environment and non-work travel choices from a unique analysis perspective. To do this, we use data from a 2011 travel intercept survey in the Portland, Oregon metropolitan region that was administered at convenience store, bar, and restaurant establishments. We estimate, for each of the travel modes--walk, bicycle, and automobile--two analysis models: one binary logistic regression model for mode choice of the individual traveler going to the establishment and one multiple linear regression model for mode share of shoppers at the establishment. Both models control for socio-demographics, trip characteristics, and built environment measures of travelers. For the binary logistic regression models, the data are disaggregate and particular to the individual traveler. These models also controlled for attitudes and preference towards travel modes. For the multiple regression models, data are aggregated to the establishment. The built environment data in each model represent characteristics of urban form surrounding the establishment. The data being oriented to the destination-end of the trip, as well as providing controls on land use make this analysis unique in the literature, as most non-work travel studies use residential-based data. Results suggest that analyses performed at the two different levels provide policy-relevant but somewhat different conclusions. In general, characteristics of the individual and the trip have stronger associations with mode choices of individuals than when aggregated to the establishment and analyzed against the mode share patterns of shoppers. Instead, mode shares have stronger relationships with characteristics of the built environment. The built environment surrounding the destination has a much more pronounced association with mode shares at the establishment than with mode choices of individuals. The results highlight the usefulness of simple aggregate analysis, when appropriate. We also find large differences between modes in which characteristics are important for mode choice and mode share. Walking and automobile models behave somewhat similarly but in opposite directions, while bicycling behaves quite differently. These differences suggest on their own a move away from non-motorized travel to be considered as equivalent or assessed as one item in research and in practice.

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In this paper, a new cyclic structure of a max pressure travel time-based traffic signal control is developed to seek an optimal coordination in large-scale urban networks. The focus of the current paper is on dynamic manipulation of cycle lengths within cyclic structure. Following the application of a decentralized approach, which requires only local information in order to offer proper phase durations, the control strategy aims at maximizing the overall network throughput. Previous works of cyclic max-pressure control have presented a cyclic notion to actuate the controller in a cyclic manner. However, no input has been provided on the optimal cycle length for each intersection to be chosen in a network, and along with the dynamic and stochastic nature of the trips, it is not clear what are the main phases of the intersections and how to coordinate them. The developed cyclic max pressure control schemes are compared with an exiting cyclic scheme in the literature. Simulation results show that the newly proposed cyclic structure of the time-based approach offers better decision-making.

Studying and simulating social systems including human groups and societies can be a complex problem. In order to build a model that simulates humans' actions, it is necessary to consider the major factors that affect human behavior. Norms are one of these factors: social norms are the customary rules that govern behavior in groups and societies. Norms are everywhere around us, from the way people handshake or bow to the clothes they wear. They play a large role in determining our behaviors. Studies on norms are much older than the age of computer science, since normative studies have been a classic topic in sociology, psychology, philosophy and law. Various theories have been put forth about the functioning of social norms. Although an extensive amount of research on norms has been performed during the recent years, there remains a significant gap between current models and models that can explain real-world normative behaviors. Most of the existing work on norms focuses on abstract applications, and very few realistic normative simulations of human societies can be found. The contributions of this dissertation include the following: 1) a new hybrid technique based on agent-based modeling and Markov Chain Monte Carlo is introduced. This method is used to prepare a smoking case study for applying normative models. 2) This hybrid technique is described using category theory, which is a mathematical theory focusing on relations rather than objects. 3) The relationship between norm emergence in social networks and the theory of tipping points is studied. 4) A new lightweight normative architecture for studying smoking cessation trends is introduced. This architecture is then extended to a more general normative framework that can be used to model real-world normative behaviors. The final normative architecture considers cognitive and social aspects of norm formation in human societies. Normative architectures based on only one of these two aspects exist in the literature, but a normative architecture that effectively includes both of these two is missing.

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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.

El tiempo es un bien escaso que se asigna a diversas operaciones. Una de ellas es trasportarse, pese a que su elección implica sacrificar otras actividades. De modo que, reducir los tiempos de viaje de las personas contribuiría a mejorar su bienestar. En este sentido, se torna importante conocer si cada nivel socioeconómico (NSE), a escala personal, valora igual su tiempo de viaje, con base en un valor social del tiempo (VST) actual, sobre todo, al evaluar el beneficio neto de una alternativa de inversión frente a otras, algo que es crucial para la priorización de la cartera de proyectos. Por tanto, la presente investigación se propuso determinar las diferencias del VST según el NSE de la demanda del transporte urbano (DTU) en Chiclayo metrópoli para el 2022, mediante los estadísticos Kruskal-Wallis y Games-Howell (contraste post hoc). Ello, posterior a estimar dichas variables siguiendo métodos específicos que emplearon datos derivados de la aplicación de un cuestionario socioeconómico adaptado que incluyó preguntas de elección abstracta. Los resultados indicaron que la DTU se concentraba más en los estratos C y B, seguido por los niveles D, A y E. Asimismo, el VST era de 14.23 y 9.05 PEN cuando se aplicaba una metodología de estimación subjetiva y objetiva respectivamente. Por último, este precio social difería entre segmentos, siendo mayor en el NSE A, seguido por las categorías C, B y D. Además, el VST del NSE E era similar al de estos tres últimos estratos socioeconómicos. / Time is a scarce commodity that is allocated to various operations. One of them is transporting, despite the fact that his choice implies sacrificing other activities. So, reducing people's travel times would contribute to improving their well-being. In this sense, it becomes important to know if each socioeconomic level (SEL), on a personal scale, values their travel time the same, based on a current social value of time (VST), especially when evaluating the net benefit of an investment alternative compared to others, something that is crucial for the prioritization of the project portfolio. Therefore, the present investigation set out to determine the differences of the VST according to the NSE of the demand for urban transport (DTU) in the Chiclayo metropolis by 2022, using the Kruskal-Wallis and Games-Howell statistics (post hoc contrast). This, after estimating these variables following specific methods that used data derived from the application of an adapted socioeconomic questionnaire that included abstract choice questions. The results indicated that the DTU was more concentrated in strata C and B, followed by levels D, A, and E. Likewise, the VST was 14.23 and 9.05 PEN when a subjective and objective estimation methodology was applied, respectively. Lastly, this social price differed between segments, being higher in SES A, followed by categories C, B, and D. In addition, the VST of SES E was similar to that of these last three socioeconomic strata.

A mobilidade urbana tem na bicicleta o seu símbolo de meio de transporte ecologicamente mais sustentável do planeta, título conferido pelas Organizações das Nações Unidas (ONU). No entanto, as cidades sofrem com congestionamentos decorrentes do crescimento da frota automobilística, que ocasiona um tempo maior de deslocamento, prejuízos para o meio ambiente, financeiros e de qualidade de vida. A fim de moldar de forma sustentável a mobilidade urbana, fazem-se necessárias políticas públicas que incentivem a sociedade a utilizar, preferencialmente, o transporte coletivo ou o não motorizado. No intuito de colaborar com o poder público e com a sociedade civil, intenta-se neste estudo, por meio de análise sobre o Programa de Extensão Universitária da UFPR – Ciclovida, propor a elaboração de uma política pública de mobilidade urbana sustentável, com ênfase no uso da bicicleta. Referencialmente, discutem-se os conceitos de Sociedade, Estado e Governo, bem como as políticas públicas, que vão das responsabilidades do Estado e Governo aos ciclos, e apresentam-se as Políticas Públicas de Mobilidade Urbana Sustentável (PPMUS) no Brasil. Aborda-se também o transporte cicloviário como opção de mobilidade sustentável. Metodologicamente, o estudo é de cunho empírico-social, com emprego do método qualitativo e observacional, caracterizando-se, ainda, quanto ao nível de pesquisa como exploratório, tendo o envolvimento da pesquisadora na forma participante, haja vista sua atuação no Programa objeto. Quanto ao delineamento da pesquisa, deu-se de forma bibliográfica, documental e estudo de caso, utilizando-se da amostragem não paramétrica por acessibilidade ou conveniência. Quanto à técnica de coleta de dados, fez-se uso de entrevistas estruturadas com questionário autoaplicado e observação participante natural. Consoante ao objetivo e à questão de pesquisa, o resultado confirmou que o Programa Ciclovida da Universidade Federal do Paraná (UFPR) pode contribuir efetivamente na formulação de uma proposta de PPMUS com ênfase no uso da bicicleta. Assim, construiu-se uma proposta de política com redação de forma livre, a fim de subsidiar políticas tanto institucionais quanto públicas de MUS por meio do uso da bicicleta e assim auxiliar na mobilidade, contribuindo, também, com a sustentabilidade e com o planejamento de desenvolvimento público. / The urban mobility has in the bicycle its symbol of the most environmentally sustainable modal of transportation of the planet, title conferred by the United Nations Organization (ONU). Nevertheless, the cities suffer with the traffic jam caused by the automobile fleet growth, what implies in a larger displacement time, injuries to the environment, to financials and to the quality of life. In order to build in a sustainable way the urban mobility, public policies are necessary to encourage the preferential usage, by the society, of the mass transit or the non-motorized type of transportation. Objecting cooperate with the public power and the civil society, this study intents to, through an analysis about the UFPR Extension Program - CICLOVIDA, propose a sustainable urban mobility public policy development, with emphasis in the bicycle´s usage. eferentially, it is discussed concepts such as Society, State and Government as well as public policies, which go in cycles to the State´s and Government´s responsibilities; and are presented the Sustainable Urban Mobility Public Policies (PPMUS) in Brazil. Also, it is debated about the transport by bicycle as an option to the sustainable mobility. Methodologically, the study is of an empiric-social nature, with the application of both qualitative and observational methods, what characterizes as an exploratory level of research, with the researcher´s involvement in the participant form, due to her acting on the Program. Regarding the research lineation, it was used the bibliographic and documental form as well as case study, by means of the nonparametric sampling by accessibility or convenience. Related to the data collection technique, it was used structured interviews with self-applied questionnaires and natural participant observation. Aligned with the research´s objective and matter, the outcome confirmed that the Extension Program CICLOVIDA of the Federal University of Paraná (UFPR) may effectively contribute in the development of a PPMUS proposal with emphasis in the bicycle usage. Thus, it was built a political proposal with a free form writing, objecting subsidize policies both institutional as public MUS through the bicycle usage and therefore, support the mobility, also contributing to the sustainability and to the public development planning.