Submitted by Renata Lopes (renatasil82@gmail.com) on 2016-09-30T12:05:40Z No. of bitstreams: 1 lucianamedeirosalves.pdf: 6153481 bytes, checksum: c887f5497e0b2012c34563480f0c3136 (MD5) / Approved for entry into archive by Diamantino Mayra (mayra.diamantino@ufjf.edu.br) on 2016-09-30T13:53:24Z (GMT) No. of bitstreams: 1 lucianamedeirosalves.pdf: 6153481 bytes, checksum: c887f5497e0b2012c34563480f0c3136 (MD5) / Made available in DSpace on 2016-09-30T13:53:24Z (GMT). No. of bitstreams: 1 lucianamedeirosalves.pdf: 6153481 bytes, checksum: c887f5497e0b2012c34563480f0c3136 (MD5) Previous issue date: 2010-04-19 / A fragmentação florestal causada pela ocupação desordenada e uso indiscriminado dos recursos naturais tem sido uma das maiores responsáveis pela perda de biodiversidade. A formação de corredores ecológicos e a manutenção dos fragmentos florestais são formas de garantir a sustentabilidade dos remanescentes florestais. A restauração florestal, nos seus diversos métodos de aplicação, é a forma de se restabelecer áreas florestadas e garantir a sustentabilidade dos ambientais florestais, porém estudos sobre os métodos mais adequados para as diversas situações encontradas ainda são incipientes, bem como a avaliação e o monitoramento de áreas restauradas. O objetivo deste estudo foi avaliar diferentes métodos de restauração no entorno do Parque Estadual da Serra do Brigadeiro, Minas Gerais, aplicados pelo Projeto de Proteção da Mata Atlântica em Minas Gerais – PROMATA/MG, de modo a compreender o processo sucessional estabelecido nas áreas a partir das ações de restauração e as diferenças estabelecidas a partir de cada método de restauração adotado. Foram avaliadas três áreas situadas na mesma propriedade rural, restauradas através do plantio de espécies nativas (Área A), enriquecimento de formações secundárias (Área B), e regeneração natural (Área C). Para as avaliações foram instaladas vinte parcelas com dimensões de 25 m2, onde foram identificados e medidos todos os indivíduos com altura superior a 30 cm e CAP inferior a 15 cm. Foram calculados os índices fitossociológicos para cada área, bem como índices de diversidade de Shannon, equabilidade de Pielou e similaridade de Sorensen. No total foram identificadas 64 espécies, com 28 na área A, 39 na área B e 15 na área C. Apenas as espécies Solanum swartzianum Roem. & Schult., Tibouchina granulosa (Desr.) Cogn e Myrsine coriacea (Sw.) Roem. & Schult. são comuns às três áreas. O índice de diversidade encontrado nas três áreas foi 2,57 na área A, 3,23 na área B e 2,26 na área C e a similaridade entre as áreas foi baixa, sendo a menor entre as áreas B e C (14,6%) e a maior entre as áreas A e B (24,2%). Tais resultados demonstram que as ações aplicadas nas áreas a partir de cada método de restauração adotado interferiram na sua regeneração natural, formando estruturas florestais diferenciadas. As áreas A e C ainda apresentam uma estrutura florestal de estágio inicial e a área B já possui um sub-bosque com riqueza de espécies, porém em baixo desenvolvimento. / Forest fragmentation caused by disorderly and indiscriminate use of natural resources has been one of the most responsible for the loss of biodiversity. The creation of ecological corridors and the maintenance of remaining forest fragments are ways to ensure the sustainability of forest remnants. The forest restoration, in its various application methods, is the way to restore forested areas and ensure the sustainability of forest environments; however, studies on the most appropriate methods for different situations are rarely found, as well as the evaluation and monitoring of restored areas. The objective of this study was to evaluate different restoration methods in areas surrounding the “Parque Estadual da Serra do Brigadeiro”, state of Minas Gerais, Brazil, implemented by the Project for the Protection of the Atlantic Forest in Minas Gerais - PROMATA/MG, in order to understand the succession process established in the areas based on restoration actions and the differences established between each restoration method adopted. Three areas within the same farm restored by the planting of native species (Area A), enrichment of secondary forests (Area B), and natural regeneration (Area C) were evaluated. Twenty plots with 25 m2 were defined for this purpose, which all individuals taller than 30 cm and CAP less than 15 cm were identified and measured. The phytosociological indexes for each area were calculated, as well as the diversity index of Shannon, Pielou’s evenness and Sorensen similarity indexes. Overall, 64 species were identified, 28 in area A, 39 in area B and 15 in area C. Only species Solanum swartzianum Roem. & Schult., Tibouchina granulosa (Desr.) Cogn and Myrsine coriacea (Sw.) Roem. & Schult are common to all three areas. The diversity index found in the three areas were 2.57 in area A, 3.23 in area B, and 2.26 in the C and the similarity between areas was low, the lowest between areas B and C (14.6 %) and the highest between areas A and B (24.2%). These results demonstrate that the actions implemented in the areas according to each restoration method adopted interfere with their natural regeneration, forming different forest structures. Areas A and C still have a forest structure of initial stage and area B already has an understorey with richness of species, although in low development.

The main objective is to prove the increasing trend of increasing volume of shipments, respectively the number of trains dispatched from Asia to the European Union (Westbound), respectively from the European Union to Asia (Eastbound). The first chapter is devoted to describing the history of the Trans-Siberian Railway. In the second part is the creation of a common CIM / SMGS and organization OSŽD. In the third chapter are described rail corridors from Asia to the EU, respectively from the EU to Asia. A final fourth chapter is practical analysis of rail transport on the basis of documents of companies that use these rail corridors.

As mudanças no uso e na cobertura da terra, principalmente em áreas florestais, causam alterações ambientais em diversas escalas. Uma das suas consequências negativas é a fragmentação de habitats, que causa desequilíbrio nos diversos ecossistemas e perda de espécies e populações. Investigar os fatores que influenciam o aumento da cobertura florestal e as suas consequências para a conservação da biodiversidade é fundamental para o planejamento de políticas públicas ambientais, principalmente em regiões de ocorrência de espécies ameaçadas de extinção. No caso do muriqui-do-norte (Brachyteles hypoxanthus), um primata neotropical criticamente em perigo de extinção, a existência de conectividade entre fragmentos florestais remanescentes é um dos maiores limites para a sua conservação, pois mudanças no uso e na cobertura da terra serão necessárias. A conservação desse primata requer estratégias mais integradas do que apenas a criação de áreas protegidas, sendo necessário o envolvimento dos proprietários rurais, juntamente com os tomadores de decisão. A aplicação de instrumentos políticos econômicos, como compensações e pagamentos por serviços ambientais, pode ser uma estratégia para estimular proprietários rurais a participarem de programas de conservação da biodiversidade em terras privadas. O problema da pesquisa deste trabalho foi identificar os fatores que levaram ao aumento de áreas florestadas em propriedades rurais em regime familiar de exploração e as suas consequências à conservação da biodiversidade. A pesquisa foi desenvolvida no município de Santa Maria de Jetibá, ES, onde ocorrem populações do muriqui-do-norte e predominam as propriedades agrícolas familiares, nas quais tem ocorrido aumento de áreas florestadas, muitas delas fragmentadas. O trabalho foi dividido em três partes: Análise das mudanças de uso e da cobertura da terra entre 1970 e 2005, identificando os principais indutores do aumento da cobertura florestal em uma região de ocorrência do muriqui-do-norte; Descrição do perfil socioeconômico, da percepção e das motivações dos proprietários rurais para a conservação de serviços ecossistêmicos; Proposição de corredores estruturais para sete populações de muriqui-do-norte, baseada na permeabilidade da matriz e na aceitação dos donos da terra. Foram utilizados mapas de uso e cobertura da terra, censos agropecuários, entrevistas semiestruturadas, métodos de valoração e compensação de serviços ambientais baseados no mercado de bens substitutos e na preferência declarada, além de simulações dos corredores ecológicos no programa LORACS. A decisão de deixar áreas naturais na propriedade rural é fortemente influenciada por fatores econômicos. O aumento da produtividade, possibilitada pela tecnificação agrícola, permitiu a ampliação da cobertura florestal no município de Santa Maria de Jetibá. O perfil socioeconômico dos agricultores entrevistados e as características das propriedades nos permitem inferir sobre a importância dos instrumentos políticos econômicos, do tipo de agricultura praticada e da percepção ambiental para criar oportunidades de conservação da biodiversidade. Programas de conservação que têm como meta a efetivação de corredores de vegetação em áreas privadas e, consequentemente, a perda de áreas produtivas, podem utilizar instrumentos políticos econômicos, baseados na disposição a receber, no custo de oportunidade da terra e no custo de restauração ecológica, para serem mais atrativos aos proprietários rurais, motivando-os a romper as barreiras para sua aceitação. / The changes imposed in land use and land cover, especially in forest areas, produce environmental changes at various levels. One negative consequence is the habitat fragmentation, followed by disturbance in many ecosystems, such as the loss of species and its populations. The study of factors influencing the increase of forest cover and its consequences for the conservation of biodiversity is essential for the planning of environmental policies, particularly for the regions where endangered species occur. One critical factor for the conservation of the spider monkeys (Brachyteles hypoxanthus) - a neotropical primate critically endangered, is the connectivity between remaining forest fragments, because necessary changes in land use and land cover will happen. The above mentioned conservation requires more integrated strategies than just the creation of protected areas, whereas the involvement of landowners and decision makers are needed. The use of economic policy instruments, such as compensation and payments for environmental services, can provide a strategy to encourage landowners to participate in biodiversity conservation programs on their lands. The present research consists in identifying the leading factors to the increase of forested areas on lands in family regime of exploitation and its consequences for biodiversity conservation. This study has been conducted in Santa Maria de Jetibá, a county of Espírito Santo, Brazil, where there are populations of spider monkeys inside little farms, whose forested areas have been increased, but fragmented. This work comprehends three parts: - Analysis of land use and land cover change between 1970 and 2005, identifying the main drivers of forest cover increase, in a region where spider monkeys occur; - Study of the socioeconomic profile, the perception and motivations of landowners for the conservation of ecosystem services; - Proposition of structural corridors for seven populations of spider monkeys, based on the matrix permeability and acceptance of landowners. The employed resources are: land cover maps, agricultural census, semi-structured interviews, and methods of valuation and compensation of environmental services based on the market of substitute goods and the declared preference, as well as simulations of ecological corridors in LORACS program. The decision to leave natural areas on the farm is strongly influenced by economic factors. The increase in productivity enabled by agricultural mechanization, allowed the expansion of forest cover in farms of Santa Maria de Jetibá. The socioeconomic profile of farmers and the characteristics of their properties prompted the influence of economic policy instruments, the type agriculture and the environmental conscience among farmers, to create biodiversity conservation opportunities. Conservation programs aiming to lay vegetation corridors in private land and, consequently, the loss of productive areas, can be implemented by economic policy instruments, based on the economical compensation, in the land opportunity cost and cost of ecological restoration, bring down barriers of landowners against conservational programs.

Adaptive ramp metering (ARM) is a critical component of smart freeway corridors under an active traffic management portfolio. While improving capacity through smart corridors and application of proactive traffic management solutions is less costly and easier to deploy than freeway widening, conversion to smart corridors still represents a sizable investment for a state department of transportation. Early evidence of improvements following these projects can be valuable to agencies. However, in the U.S. there have been limited evaluations, of smart corridors in general and ARM in particular, based on real operational data. This thesis explores travel time reliability measures for the eastbound (EB) Interstate 80 (I-80) corridor in the San Francisco Bay Area before and after implementation of ARM using INRIX data. These measures include buffer index, planning time, and measures from the literature that account for both skew and width of the travel time distribution. The measures are estimated for the entire corridor as well as corridor segments upstream of a bottleneck that historically have the worst measures of reliability. A new metric for measuring unreliability that may be derived from readily available INRIX data is also proposed in the thesis using data from the study corridor. While the ARM system is relatively new, the results indicate positive trends in measures of reliability even as the number of incidents on the corridor has increased in line with the national crash trends. The spatio-temporal trend evaluation framework used here may be used in the future to obtain more robust conclusions. However, since multiple smart corridor components were installed simultaneously, it may not be possible to fully isolate the effects of the ARM, or any of the other systems, individually.

With an increasing worldwide infrastructure more habitats are fragmented by roads and buildings, which can cause a reduction in biodiversity up to 75%. One way to counteract this is by predicting the outcome, with the help of theoretical models, before it happens. In this study I used a Bayesian network model on a fragmented landscape, to test how well trophic metacommunities are able to persist habitat loss, when increasing dispersal between the fragments in the landscapes by implementing corridors. By implementing just three corridors, the species with the highest trophic level went extinct at a considerable later stage, and by just implementing 10 corridors, the metapopulation capacity for all species in all trophic levels increased. Similar results were obtained when changing the way the species extinction probabilities react to their resources being extinct, which further strengthen the efficacy of corridors. The results from this study suggests that increasing connectivity between landscape fragments, and therefore promoting dispersal of organisms, would help the conservation of biodiversity.

Vnitřnosti města: pod zemí. Školní interpretace ABSTRACT My diploma thesis deals with subterranean spaces, the insides of a town. It focuses on selected types of a town underground which are described. These types include cellars (common house cellars as well as that of public historical places), a canalization system, metro, catacombs, adits and military underground spaces. I concentrate on the subject through contexts of phenomenology, history, archaeology, literature, and visual arts. The aim of the thesis is mapping subterranean places, trying to find their aspects and using them for a didactic transformation. I try to conceive that by studying the literature as well as by a practical research: I visit several underground places of a different kind. The selected places consist of the personage cellar in Bezděz, the Cemetry church of all Saints in Sedlec - Ossuary, the Corpus Christi Chapel in Kutná Hora, the Old Wastewater Treatment Plant in Bubeneč and the construction tunnel of metro line D in Pankrác. The didactic part transforms basic findings into a number of lessons. These are carried out in a school and out- of-school background. The aim of the didactic project is introducing the topic in its basic forms (mainly cellar, canalization and metro) to the pupils. Hopefully, this can lead them to...

In this paper we endeavor to test the controversial ideas that exist about the role of fragmentation in a conservation context. In line with earlier understanding, we find that habitat fragmentation alone results in a strong detrimental effect (especially for the predator population). Connecting the fragmented habitats facilitates predator survival and hence prey survival as compared to the unconnected fragmented case. Our main result is counterintuitive: in the presence of a high quality predator, connected fragmented habitats ensure a better chance for coexistence than does even the unfragmented case. We explain why a connected fragmented habitat might thus be beneficial for the stabilization of the system, and how connections between sub-habitats are able to protect prey population from over-exploitation. In the model, habitat fragmentation is separated from the effects of habitat destruction, in order to better understand how populations react to habitat transformation.

The growing demand for urban areas has been a driving force for extensive changes to landscape. Thisrequires more focus on finding a balance between promoting urban development, and conservingbiodiversity in urban areas. The Intergovernmental Science-Policy Platform on Biodiversity andEcosystem Services (“IPBES”) suggests encouraging sustainable urban planning, as well as“maintaining, and designing for, ecological connectivity in urban spaces”. Ecological connectivity canbe modelled based on circuit theory. Landscape can be depicted as a conductive surface and resistancecan be attributed to landscape types according to its permeability to the movement of a species.Frösön is a district in the growing municipality of Östersund, Sweden, where several developmentplans are intended. This study aimed to identify where structural ecological connectivity existed inFrösön. It also aimed to determine where connectivity was disturbed by urban development, andexplore the options available to strengthen connectivity through establishing new ecological corridors.Land cover data was analysed to identify the forest patches that were larger than 50 000m2, andresistance values were attributed per land cover type. Circuitscape was used to model the connectivitybetween the forest patches, revealing the connectivity across Frösön. The development plans wereassessed to determine where the developments overlapped existing corridors with high connectivityvalues between forest patches. New corridors (pathways connecting high connectivity valuesbetween forest patches) that could compensate for the impact by development plans on connectivityas well as strengthen connectivity throughout Frösön were proposed. The findings in this reportconcur with the IPBES that urban development can be sustainable while preserving biodiversity.Additionally, the inclusion of connectivity models in the environmental impact assessment (“EIA”)process for developments, enables proactive decision-making on the design and location ofdevelopments. Moreover, it encourages urban development and the preservation of landscapeconnectivity. This study will be valuable to environmentalists carrying out EIAs and specialists thatopine on environmental policy and/or legislation. / <p>2022-0604</p>

During the 20th century, transportation programs were focused on the development of the basic infrastructure for the transportation networks. In the 21st century, the focus has shifted to management and operations of these networks. Transportation network reliability measure plays an important role in judging the performance of the transportation system and in evaluating the impact of new Intelligent Transportation Systems (ITS) deployment. The measurement of transportation network travel time reliability is imperative for providing travelers with accurate route guidance information. It can be applied to generate the shortest path (or alternative paths) connecting the origins and destinations especially under conditions of varying demands and limited capacities. The measurement of transportation network reliability is a complex issue because it involves both the infrastructure and the behavioral responses of the users. Also, this subject is challenging because there is no single agreed-upon reliability measure. This dissertation developed a new method for estimating the effect of travel demand variation and link capacity degradation on the reliability of a roadway network. The method is applied to a hypothetical roadway network and the results show that both travel time reliability and capacity reliability are consistent measures for reliability of the road network, but each may have a different use. The capacity reliability measure is of special interest to transportation network planners and engineers because it addresses the issue of whether the available network capacity relative to the present or forecast demand is sufficient, whereas travel time reliability is especially interesting for network users. The new travel time reliability method is sensitive to the users' perspective since it reflects that an increase in segment travel time should always result in less travel time reliability. And, it is an indicator of the operational consistency of a facility over an extended period of time. This initial theoretical effort and basic research was followed by applying the new method to the I-4 corridor in Orlando, Florida. This dissertation utilized a real life transportation data warehouse to estimate travel time reliability of the I-4 corridor. Four different travel time stochastic models: Weibull, Exponential, Lognormal, and Normal were tested. Lognormal was the best-fit model. Unlike the mechanical equipments, it is unrealistic that any freeway segment can be traversed in zero seconds no matter how fast the vehicles are. So, an adjustment of the developed best-fit statistical model (Lognormal) location parameter was needed to accurately estimate the travel time reliability. The adjusted model can be used to compute and predict travel time reliability of freeway corridors and report this information in real time to the public through traffic management centers. Compared to existing Florida Method and California Buffer Time Method, the new reliability method showed higher sensitivity to geographical locations, which reflects the level of congestion and bottlenecks. The major advantages/benefits of this new method to practitioners and researchers over the existing methods are its ability to estimate travel time reliability as a function of departure time, and that it treats travel time as a continuous variable that captures the variability experienced by individual travelers over an extended period of time. As such, the new method developed in this dissertation could be utilized in transportation planning and freeway operations for estimating the important travel time reliability measure of performance. Then, the segment length impacts on travel time reliability calculations were investigated utilizing the wealth of data available in the I-4 data warehouse. The developed travel time reliability models showed significant evidence of the relationship between the segment length and the results accuracy. The longer the segment, the less accurate were the travel time reliability estimates. Accordingly, long segments (e.g., 25 miles) are more appropriate for planning purposes as a macroscopic performance measure of the freeway corridor. Short segments (e.g., 5 miles) are more appropriate for the evaluation of freeway operations as a microscopic performance measure. Further, this dissertation has explored the impact of relaxing an important assumption in reliability analysis: Link independency. In real life, assuming that link failures on a road network are statistically independent is dubious. The failure of a link in one particular area does not necessarily result in the complete failure of the neighboring link, but may lead to deterioration of its performance. The "Cause-Based Multimode Model" (CBMM) has been used to address link dependency in communication networks. However, the transferability of this model to transportation networks has not been tested and this approach has not been considered before in the calculation of transportation networks' reliability. This dissertation presented the CBMM and applied it to predict transportation networks' travel time reliability that an origin demand can reach a specified destination under multimodal dependency link failure conditions. The new model studied the multi-state system reliability analysis of transportation networks for which one cannot formulate an "all or nothing" type of failure criterion and in which dependent link failures are considered. The results demonstrated that the newly developed method has true potential and can be easily extended to large-scale networks as long as the data is available. More specifically, the analysis of a hypothetical network showed that the dependency assumption is very important to obtain more reasonable travel time reliability estimates of links, paths, and the entire network. The results showed large discrepancy between the dependency and independency analysis scenarios. Realistic scenarios that considered the dependency assumption were on the safe side, this is important for transportation network decision makers. Also, this could aid travelers in making better choices. In contrast, deceptive information caused by the independency assumption could add to the travelers' anxiety associated with the unknown length of delay. This normally reflects negatively on highway agencies and management of taxpayers' resources.

Arterial roads constitute the majority of the centerline miles of the Florida State Highway System. Severe injury involvements on these roads account for a quarter of the total severe injuries reported statewide. This research focuses on driver injury severity analysis of statewide multilane high speed arterials using crash data for the years 2002 to 2004. The first goal is to test different ways of analyzing crash data (by road entity and crash types) and find the best method of driver injury severity analysis. A second goal is to find driver, vehicle, road and environment related factors that contribute to severe involvements on multilane arterials. Exploratory analysis using one year of crash data (2004) using binary logit regression was used to measure the risk of driver severe injury given that a crash occurs. A preliminary list of significant factors was obtained. A massive data preparation effort was undertaken and a random sample of multivehicle crashes was selected for final analysis. The final injury severity analysis consisted of six road entity models and twenty crash type models. The data preparation and sampling was successful in allowing a robust dataset. The overall model was a good candidate for the analysis of driver injury severity on multilane high speed roads. Driver injury severity resulting from angle and left turn crashes were best modeled by separate non-signalized intersection crash analysis. Injury severity from rear end and fixed object crashes was best modeled by combined analysis of pure segment and non-signalized intersection crashes. The most important contributing factors found in the overall analysis included driver related variables such as age, gender, seat belt use, at-fault driver, physical defects and speeding. Crash and vehicle related contributing factors included driver ejection, collision type (harmful event), contributing cause, type of vehicle and off roadway crash. Multivehicle crashes and interactions with intersection and off road crashes were also significant. The most significant roadway related variables included speed limit, ADT per lane, access class, lane width, roadway curve, sidewalk width, non-high mast lighting density, type of friction course and skid resistance. The overall model had a very good fit but some misspecification symptoms appeared due to major differences in road entities and crash types by land use. Two additional models of crashes for urban and rural areas were successfully developed. The land use models' goodness of fit was substantially better than any other combination by road entity or the overall model. Their coefficients were substantially robust and their values agreed with scientific or empirical principles. Additional research is needed to prove these results for crash type models found most reliable by this investigation. A framework for injury severity analysis and safety improvement guidelines based on the results is presented. Additional integration of road characteristics (especially intersection) data is recommended for future research. Also, the use of statistical methods that account for correlation among crashes and locations are suggested for use in future research.