This thesis is about the idea of public transport and the discussions stirred in the media during changes in ownership. More specifically it is a study of the historical situation of Stockholm, Sweden, where the periods chosen are the 1910s, 1960s and 1990s.During the 1910s Stockholm’s first and largest tram company was taken over by thecity, and a period of public ownership began, which in the 1960s changed form whenthe county council took over the city’s principal authority and formed the politicallyadministered company SL (Storstockholms Lokaltrafik, Greater Stockholm LocalTransit Company). Between these periods the word kollektivtrafik (public transport)was established in the Swedish language. This study describes and compares the ideasconcerning the phenomenon of public transport. The aim of the study is to analyse the ideas, values and ideals concerning public transport in the media, defined as newspapers. The questions asked are: What doespublic transport involve as phenomenon and concept? For whom is the publictransport, and who is the owner? Which depictions of the passenger are presentedand what is their position in the traffic and the city? The conclusions drawn are that while the aims of the traffic-companies are mostly the same regarding the passengers and the economic priorities, the methods and technologies for realising these changes over time. The almost non-existingsurveillance in the 1910s tramcar, the emerging radio communication in the 1960sunderground railway of Stockholm and the establishing of video monitoring in the 1990s is one of the processes that suggest the changed situation of the passenger. Another line of development is the political question of ownership, which in theperiod of the study is ended by a deregulation of Stockholm’s public transport. The changes in ownership runs parallel to the evolution of the concept kollektivtrafik andthe question of who is to use and who is to own the public transport — but offer no final explanation to these maers.

This thesis analyzes the car ownership and use issues worldwide and in Ankara. There has been an extremely rapid increase in car traffic in major cities, leading to car dependence and its adverse affects, all over the world. This thesis takes its starting point the driving forces behind car ownership and use, and the increasing problems caused by the car traffic in urban centers. Then, car travel reduction measures and their consequences are reviewed by examples. The urban transportation in Ankara is analyzed, both in terms of recent policies and the data obtained, in order to find out if the car ownership and use would generate similar problems in Ankara. The applicability of car travel reduction options in Ankara and the conflicts in the recent urban transportation policies are discussed. This research does not recommend simple solutions, but concludes that a broad spectrum of measures must be applied in order to reduce the problems.

Geographical Information Systems (GIS) have been rapidly developed in the fields that need spatial data and transportation planning is one of these fields. Since transportation data is spatially distributed and need spatial, statistical and network based analysis / GIS applications have contributions to transportation planning. In this study, it is aimed to determine a new public transportation mode and route in the METU campus with the aid of GIS by considering the stations of &Ccedil / ayyolu metro route. Besides, it is also aimed to show that GIS can be a useful tool for constructing transport planning database and exploring, analyzing planning data. Gross settlement area of the campus, covering about 220 hectare land on the southern side of the Ankara &amp / #8211 / EskiSehir highway, is the study area of this thesis. First, campus land-use, topography, population characteristics and transportation structure are explored. Then, campus trip demand and pedestrian traffic are estimated. Afterwards, eight public transport route alternatives are proposed with their stops or stations for three different modes as / guided light transit, modern trolleybus and monorail. Proposed routes and stops or stations are evaluated with their physical characteristics and in terms of service areas shaped relative to pedestrian accessibility for determining the suitable public transport service in the METU campus. Consequently, Trolleybus B alternative is selected as the first degree suitable public transport service in campus. Besides, Monorail B and Trolleybus A services are determined as the second degree suitable services in campus.

The general aim of this thesis was to investigate affective forecasting in the context of public transport. Paper I, Study 1 revealed that non-users of public transport were less satisfied with the services than users. It was hypothesised that non-users were biased in their satisfaction ratings, a claim that was subsequently investigated in Paper I, Study 2, where a field experiment revealed that car users suffer from an impact bias, due to being more satisfied with the services after a trial period than they predicted they would be. To address the question of whether a focusing illusion is the psychological mechanism responsible for this bias, two experiments containing critical incidents were conducted in Paper II. These experiments investigated whether car users exaggerate the impact that specific incidents have on their future satisfaction with public transport. A negative critical incident generated lower predicted satisfaction with public transport, both for car users with a stated intention to change their current travel mode (in Paper II, Study 1) and for car users with no stated intention to change their travel mode (in Paper II, Study 2), which support the hypothesis that the impact bias in car users’ predictions about future satisfaction with public transport is caused by a focusing illusion. Paper III showed that car users misremember their satisfaction with public transport as a result of their recollections of satisfaction with public transport being lower than their on-line experienced satisfaction. Additionally, the desire to repeat the public transport experience is explained only by remembered satisfaction, not by on-line experienced satisfaction. Paper IV investigated whether a defocusing technique would counteract the focusing illusion by introducing a broader context, thereby generating higher predicted satisfaction. A generic defocusing technique, conducted in Paper IV, Study 1, did not generate higher predicted satisfaction, whereas a self-relevant defocusing technique conducted in Paper IV, Study 2 generated higher predicted satisfaction with public transport. Additionally, it was found that car-use habit accounts for the level of predicted satisfaction regardless of defocusing; the stronger the car-use habit, the lower the predicted satisfaction. The conclusions from this thesis are that non-users of public transport rate the services lower than users do, and that car users become more satisfied when using the services than they predicted. These mispredictions are a result of over-focusing on a limited range of aspects in public transport (i.e., a focusing illusion). Car users’ desire to repeat the public transport experience is influenced by their inaccurate memories of the services and not by their actual experiences. However, defocusing techniques may help car users make more accurate predictions about future satisfaction with public transport; this could facilitate a mode switch from using the car to using public transport services more often. Switching to a more sustainable transport mode could be beneficial for the individual and for society.

Submitted by VALDERSON SALOMÃO DA SILVA null (zinho.vss@gmail.com) on 2018-01-04T13:22:38Z No. of bitstreams: 1 Dissertação de Mestrado - Concluída.pdf: 32432172 bytes, checksum: 36225dec82d168595a2efb2deb24b1d9 (MD5) / Approved for entry into archive by Adriana Aparecida Puerta null (dripuerta@rc.unesp.br) on 2018-01-05T11:12:07Z (GMT) No. of bitstreams: 1 silva_vs_me_rcla.pdf: 32379335 bytes, checksum: b5a99fd5f80a35f136e9e50f0028c96c (MD5) / Made available in DSpace on 2018-01-05T11:12:07Z (GMT). No. of bitstreams: 1 silva_vs_me_rcla.pdf: 32379335 bytes, checksum: b5a99fd5f80a35f136e9e50f0028c96c (MD5) Previous issue date: 2017-11-21 / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / O estudo dos sistemas de transporte público como redes geográficas possibilita elucidar uma série de articulações institucionais e observar como os usos do território são seletivos. A consolidação de projetos de ampliação de redes de transporte público, no Brasil, se dá por meio de articulações entre instâncias dentro de um mesmo governo, entre entes federados autônomos e entre o Estado, as empresas e as organizações de solidariedade. Essas relações são ora conflituosas, ora cooperativas, e implicam em padrões de seletividade dos usos do território característicos do atual período histórico e da formação socioespacial brasileira. Os estudos de caso que subsidiam as formulações teóricas desta pesquisa são as propostas de novas infraestruturas de circulação de pessoas do governo do estado de São Paulo, por meio de sua Secretaria de Transportes Metropolitanos. / The study of public transport systems as geographic networks makes it possible to elucidate a series of institutional articulations and to observe how the uses of the territory are selective. Consolidating projects for the expansion of public transport networks, in the Brazilian case, takes place through articulations between instances within the same government; between autonomous federated entities; and between the State, the companies and the organizations of solidarity. These relations are sometimes conflictive, sometimes cooperative. However, they always imply patterns of territorial selectivity, typical of the current period of History and of the Brazilian sociospatial formation. The theoretical formulations of this research use as case studies the proposals of new infrastructures for people circulation that are made by the government of the State of São Paulo, through its Secretary of Metropolitan Transportation. / 133353/2016-8

This thesis contributes to the ongoing debate on the future of smart ticketing in the United Kingdom, and in particular the role of ITSO in that future. Through evaluation of commentary from prominent elite personnel connected with the transport industry and from local and national government departments, this thesis identifies the environment in which smart ticketing is intended to operate, the means by which that is achieved and the significance of the outcomes. Key themes which emerged from the research were Partnership Working and Governance, the Customer Proposition and the ITSO Question, which focused on the operationalisation of smart ticketing in the bus industry. In terms of the evaluation of the outcomes of ITSO, conclusions are reached as to the success ITSO has achieved in terms of the national concessionary schemes as well as the limited success it has achieved in relation to commercial interoperable ticketing in a deregulated environment which has been revealed to work against the concept of interoperability.

Densification is a summary word to devote denser housing in the city centre, yet airy and varied. The goal is for more people to move to the city centre to live, work and perform all kinds of activities such as shopping, work out or just go out and have a good time. Karlstad's vision is densification with a living and growing centre as a goal, as well as well-functioning public transport for commuters from near and far. Extended housing and activities with environmental thinking and well-being as well as more jobs are the goals the municipality wants to achieve with densification. Hence, the study partakes attempts to evaluate how Karlstad municipality's detailed plans are in line with today's six-year-old general plan visions regarding densification. This is done by a categorization based on an article from Boyko & Cooper 2011 that created a summary of several researchers' views regarding the concept of densification and its inclusion. Here, compromises have been made by putting interesting theories against each other to make as fair a review as possible. An account of theories leads to reclarification of parts of the material to realize the current densification. The result of my study shows densification as something active that takes place in cities, either by increasing or getting closer to people or housing. How the densification is visualized or not determines the established extent shifts, but something that is often encountered is the accumulation of built-in surface, the number of people in a certain place or the proportion of a specific spatial space that has been built. Karlstad describes densification and it is also something that is exemplified, however, if the starting point is that increased possibilities for more people to choose public transport should not be considered implemented based on my study. Furthermore, there is a description of how Karlstad wants to densify with focus on the central parts to further grow beyond what cannot be noted in the detailed plans discussed. To some extent, Karlstad creates densification, but if it in turn leads to increased opportunities for individuals to use more sustainable alternatives to relocation should not be considered realized. Karlstad's vision of building inside and out is not infused, and the densification described in the overview plan has not given an impression in the detailed plans adopted today

Our regional borders and its administration play an important role forpublic transport in Sweden. Every region (län) is required by law to havea regional public transport authority that's in charge of planning thepublic transport. To get an understanding of the regional administrationfor public transport we also need to understand regions. Informationabout the regions was gathered by conducting interviews with representsfrom every region. The policy documents for every regions publictransport was also an integral part to understand the plans and visions ofthe region. Based on the interviews it became apparent that regionalrestructuring is an interesting concept and could be beneficial to thepublic transport but the main interest they were concerned by wascooperation. The social relations and the historical development of regional and local administration is also an important part of this study.

[pt] Devido à escassez de recursos públicos nas últimas décadas, as Parcerias Público-Privadas têm sido cada vez mais utilizadas pelos governos como alternativa a investimentos de infra-estrutura de grande porte. O setor de transporte abriga excelentes oportunidades para a aplicação de tal parceria, e a correta avaliação deste tipo de projeto é de grande interesse da sociedade como um todo. A Metodologia Tradicional avalia as Parcerias Público-Privadas desconsiderando as flexibilidades deste tipo de projeto. Nesta dissertação, propõe-se a avaliação por Opções Reais, como complementação a forma tradicional de análise, introduzindo risco, incertezas e flexibilidades ao modelo clássico, como a incerteza de tráfego e garantias contratuais. Este modelo é aplicado ao Edital de Concorrência Internacional nº. 42325212, referente à concessão patrocinada para a exploração e operação da Linha 4 do Metrô de São Paulo e compara-se a avaliação pelo método de Avaliação Tradicional com o método das Opções Reais. Os resultados indicam que a Metodologia Tradicional não consegue incorporar as flexibilidades do projeto, enquanto que, a Teoria das Opções Reais os incorpora, mostrando-se mais adequada para a avaliação de tal projeto. / [en] Due to a lack of public funding in the last decade for infrastructure projects, private capital has been encouraged by government to participate in Public Private Partnerships (PPP). Transportation sector is a good example of opportunities to such association. The correct valuation of those types of projects is in the best interest of all society, but Traditional Methods, such as discounted cash flows, do not capture the value of the flexibilities embedded in those projects. This work proposes the use of Real Options Method as a complement to Traditional Analysis, by considering risks and uncertainties and flexibilities. The model was applied to the International Public Bid nº 42325212, which relates to the construction and operation of Line 4 of São Paulo City subway. By comparing both methods, traditional and real options, this work seeks to provide best way to measure this kind of project risks. The results suggest that Traditional Method does not considerate projects flexibilities, meanwhile, Real Optional Analysis does, and signalizing that is method is more suitable for this kind of project analysis.

p. 1 - 235 / Submitted by Santiago Fabio (fabio.ssantiago@hotmail.com) on 2013-01-28T20:06:45Z No. of bitstreams: 1 66.pdf: 2218405 bytes, checksum: ec784865167e4cdda8bf3a73b01e21ab (MD5) / Approved for entry into archive by Fatima Cleômenis Botelho Maria (botelho@ufba.br) on 2013-01-30T13:04:08Z (GMT) No. of bitstreams: 1 66.pdf: 2218405 bytes, checksum: ec784865167e4cdda8bf3a73b01e21ab (MD5) / Made available in DSpace on 2013-01-30T13:04:08Z (GMT). No. of bitstreams: 1 66.pdf: 2218405 bytes, checksum: ec784865167e4cdda8bf3a73b01e21ab (MD5) Previous issue date: 2007 / O presente trabalho teve como proposição primária, a verificação da aderência de um estudo da empresa familiar a partir da lógica da dádiva. Para tanto, este se pautou em dois eixos centrais. O primeiro, na verificação da existência de circulação da dádiva entre os integrantes da família empresária, tomando-se como pressuposto o fato da família ser considerada como o locus original da dádiva, e se esta circulação alcançava outras relações organizacionais nos ambientes interno e externo da empresa. O segundo, na possível existência de uma relação entre dádiva e o processo de profissionalização da empresa familiar. O estudo de caso único foi adotado como a estratégia metodológica para abordagem do tema, definindo como objeto de estudo uma empresa familiar do setor de transporte coletivo do município de Salvador, que se encontrava na fase de transição da primeira para a segunda geração. A fim de estabelecer uma maior aproximação do objeto, fez-se necessária uma contextualização sócio-histórica do transporte urbano no município. Neste processo examinou-se a evolução da dinâmica competitiva no setor, nascido a partir de empresas familiares, ao passo que se verificaram alguns padrões típicos de empresas familiares situadas na Bahia. / Salvador