Thesis. 1975. M.C.P.--Massachusetts Institute of Technology. Dept. of Urban Studies and Planning. / by Brian Yoneoka. / M.C.P.

O trabalho apresenta uma discussão sobre a tomada de decisão por agentes públicos em relação a empreendimentos estruturais de desenvolvimento urbano no Brasil. Relata as principais teorias desenvolvidas sobre o assunto e, a partir da reconstituição do processo decisório para a implantação do sistema metroviário da cidade do Rio de Janeiro, comprova a hipótese de que o Metrô-RJ não foi concebido como uma solução para um problema de deslocamento, mas como um produto auto-suficiente. Mostra ainda que esse produto não foi significativo para a sociedade como um todo durante todo o período de maturação da idéia e da construção, mas foi principalmente fruto de uma decisão autoritária tomada na instância federal, distante das aspirações e necessidades locais, por agentes de interesse que dominaram o processo de decisão. Secundariamente, comprova que os produtores de materiais de transporte e a burocracia a serviço dos agentes políticos com forte viés autoritário foram forças motoras de grande expressão, e ainda que os agentes imobiliários e a população em geral - tradicionais interessados nos incrementos de acessibilidade - pouco ou nada interferiram no processo de decisão pelo sistema em questão. / The paper presents a discussion on decision-making by public officials concerning structural undertakings of urban development in Brazil. It describes the main theories developed on the subject, and through the reconstitution of the process for implementing the subway system of Rio de Janeiro, it proves the hypothesis that the Metrô-RJ was not designed as a solution to a displacement problem but as a self-sufficient product. It also shows that the product was not important to the society as a whole throughout the period of the maturation of the idea and the construction, but it was mainly the result of an authoritarian decision at the federal level, far from the desires and local needs, performed by interest agents that dominated the decision-making process. Secondly, it proves that producers of transport inputs and the governamental bureaucracy in the service of politicians with strong authoritarian bias were driving forces of great expression. Also, real estate agents and the general public - traditional stakeholders seeking for increments of accessibility - little or nothing interfered in the decision towards the implementation of the subway system in the city.

Made available in DSpace on 2016-04-26T14:54:33Z (GMT). No. of bitstreams: 1 Denise Porto Neves.pdf: 1330119 bytes, checksum: 765833b38e7becea123e6f0ef29190ef (MD5) Previous issue date: 2013-10-18 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / This research aims at reflecting on the impact of the use of BilheteÚnico (B.U.) on the users of public transportation, primarily the subway system in São Paulo.The topic relates to the understanding and analysis of the needs of public transportation users in the city, which has many problems regarding its spatial configuration, social inequalities, segregation, difficulties accessing the places built to the majority of the population.Particularly, those difficulties concern the mobility, mainly in relation to three core areas: the commute to work, to schools and to leisure places.São Paulo start-up and expansion processes took to the peripheries a large number of people and, together with them, the worsening of their life conditions, as regard poor housing, health, education and leisure conditions, as well as the lack of infrastructure. The city shows itself as unbalanced by revealing unequal income distribution. Considering that public transportation is a relevant factor to promote the access to the city and to the means needed to live, for instance, to work (essential to the struggle for survival), to education and leisure equipment, we can state the importance of a transportation policy that aims at contributing to reduce exclusionary and segregating mechanisms.The subway system (Metrô) has stood out among the means of transport used; therefore, it has become an important means to face the issues of mobility, mainly after the acceptance of Bilhete Único . The number of users, specially to metropolitan region residentes, has increased.The research selected an urban axis to analyse its application, the East-West line, red 3-line, since it receives the greatest flow of people. We started with bibliographic and documentary research, using secondary data from Metrô of São Paulo and qualitative procedure by the selecting intentional sample. Then, we had interviews with Bilhete Único users. The research field was held according to three main strategies: beside the self-service vending machines, with random users; in front of university UNINOVE Barra-Funda and at the front desk of SESC Itaquera. After the analysis of the collected data, we conclude that the promotion of BilheteÚnico was a relevant factor in the lives of the public transportation users and in the lives of those who live in regions that are distant from job, higher education and leisure park offer áreas. Thus, BilheteÚnico seemed to be decisive in relation to commute time reduction, trasport expenses saving and greater possibilities of leisure and free time / A presente investigação tem por objetivo refletir sobre o impacto trazido pela utilização do Bilhete Único aos usuários do transporte coletivo, em especial aos do metropolitano em São Paulo. O tema está associado à compreensão e análise das necessidades dos usuários do transporte público na cidade, megalópole esta com seus inúmeros problemas ligados à sua configuração espacial, às desigualdades sociais, à segregação, às dificuldades de acesso ao ambiente construído para a grande maioria da população. Em especial, tais dificuldades dizem respeito à mobilidade, principalmente em relação a três eixos básicos, o movimento pendular ao trabalho, à educação e aos equipamentos de lazer. Os processos de constituição e expansão urbanas de São Paulo trouxeram para as suas periferias grande concentração de pessoas, com o agravamento de suas condições de vida, em termos de precariedade de habitação, carência de infraestrutura e serviços básicos de educação, saúde, lazer. A cidade revela-se desigual, com zonas de alta renda e com todos os equipamentos de qualidade de vida, enquanto outras com ausência desses requisitos, apresentam seus moradores necessitando sobretudo deslocar-se em busca de emprego- e renda- e outras demandas compatíveis ao viver cidadão. Considerando que o transporte público é um fator relevante para promover o acesso à cidade e aos meios necessários à vida, entre eles ao trabalho, fundamental para a luta pela sobrevivência, e aos equipamentos de educação e lazer, podemos afirmar a importância de uma política de transporte que queira contribuir para reduzir mecanismos excludentes e de segregação. O Metrô tem se destacado entre os modos de locomoção utilizados, e que se transforma em importante meio de enfrentamento às questões de mobilidade, especialmente após a aceitação do Bilhete Único. A pesquisa selecionou um eixo urbano como análise privilegiada para sua aplicação, escolhendo a linha Leste-Oeste, por apanhar os maiores fluxos de pessoas. Iniciando por meio de pesquisa bibliográfica e documental, contou com dados secundários originários do Metrô de São Paulo, e procedimento qualitativo pela seleção de amostra intencional; a pesquisa qualitativa procedeu a entrevistas com usuários do Bilhete Único. O campo da pesquisa foi realizado em três estratégias: ao lado das máquinas de venda de autoatendimento, com usuários escolhidos aleatoriamente; em frente universidade UNINOVE Barra-Funda e na portaria do SESC Itaquera. Após análise dos dados coletados concluímos que a promoção do Bilhete Único foi um fator relevante na vida da população usuária de transporte coletivo e moradora de regiões distantes da oferta de empregos, de educação superior e de equipamentos de lazer na cidade de São Paulo, sendo decisivo no que diz respeito à redução de tempo de deslocamento, economia nos gastos com transporte e maior possibilidades de lazer e tempo livre

In this thesis we look at mobile agent solutions to black hole search and related problems. Mobile agents are computational entities that are autonomous, mobile, and can interact with their environment and each other. The black hole search problem is for a team of these agents to work together to map or explore a graph-like network environment where some elements of the network are dangerous to the agents. Most research into black hole search has focussed on finding a single dangerous node: a black hole. We look at the problem of finding multiple black holes and, in the case of dangerous graph exploration, multiple black links as well. We look at the dangerous graph exploration problem in the network model. The network model is based on a normal static computer network modelled as a simple graph. We give an optimal solution to the dangerous graph exploration problem using agents that start scattered on nodes throughout the network. We then make the problem more difficult by allowing an adversary to delete links during the execution of the algorithm and provide a solution using scattered agents. In the last decade or two, types of networks have emerged, such as ad hoc wireless networks, that are by their nature dynamic. These networks change quickly over time and can make distributed computations difficult. We look at black hole search in one type of dynamic network described by the subway model, which we base on urban subway systems. The model allows us to look at the cost of opportunistic movement by requiring the agents to move using carriers that follow routes among the network's sites, some of which are black holes. We show that there are basic limitations on any solution to black hole search in the subway model and prove lower bounds on any solution's complexity. We then provide two optimal solutions that differ in the agents' starting locations and how they communicate with one another. Our results provide a small window into the cost of deterministic distributed computing in networks that have dynamic elements, but which are not fully random.

In this thesis we look at mobile agent solutions to black hole search and related problems. Mobile agents are computational entities that are autonomous, mobile, and can interact with their environment and each other. The black hole search problem is for a team of these agents to work together to map or explore a graph-like network environment where some elements of the network are dangerous to the agents. Most research into black hole search has focussed on finding a single dangerous node: a black hole. We look at the problem of finding multiple black holes and, in the case of dangerous graph exploration, multiple black links as well. We look at the dangerous graph exploration problem in the network model. The network model is based on a normal static computer network modelled as a simple graph. We give an optimal solution to the dangerous graph exploration problem using agents that start scattered on nodes throughout the network. We then make the problem more difficult by allowing an adversary to delete links during the execution of the algorithm and provide a solution using scattered agents. In the last decade or two, types of networks have emerged, such as ad hoc wireless networks, that are by their nature dynamic. These networks change quickly over time and can make distributed computations difficult. We look at black hole search in one type of dynamic network described by the subway model, which we base on urban subway systems. The model allows us to look at the cost of opportunistic movement by requiring the agents to move using carriers that follow routes among the network's sites, some of which are black holes. We show that there are basic limitations on any solution to black hole search in the subway model and prove lower bounds on any solution's complexity. We then provide two optimal solutions that differ in the agents' starting locations and how they communicate with one another. Our results provide a small window into the cost of deterministic distributed computing in networks that have dynamic elements, but which are not fully random.

This thesis strives to establish a set of design guidelines for the upcoming Eglinton Crosstown Light Rail Transit development in Toronto. The primary design goals are to promote an enjoyable travel experience to commuters, offer positive public spaces in vicinity, and contribute to the greater social and cultural matrices of the city. Under a realistic project setting, the study will meditate upon spatial anthropological theories to identify essential public space qualities and to formulate underground lighting strategies. The main objective is to complete the development of both underground station and surface stop prototypes that can be flexibly implemented along the entire transit line. The vision is for these stations to not only provide convenient public transit amenities but also function as locale identifiers, showcasing Toronto’s culture virtually as unique rooms in a gallery. Three sites are chosen: Mount Pleasant, Dufferin, and Keele stations. These stations will provide interesting conditions to demonstrate the way in which a set of design guidelines can facilitate the positive development of subway stations into the powerful loci envisioned.

Urban economic theory states that transit improvements result in travel time savings and consequently warrant higher rents particularly with proximity to surrounding stations. This research uses the Sheppard subway corridor as a case study to test the established theories by measuring the changes to residential intensification and property values (1) as a function of time before and after the construction, and (2) as a function of distance to subway stations. Two metrics are established to observe residential intensification and property value: Dwelling Density and Value Density respectively. Dwelling Density is the number of dwellings contained in its property parcel divided by property area; Value Density is total property value of a given property parcel divided by its property area. Using obtained property sales data in four identified analysis years (1991, 1996, 2001, and 2006) and ArcGIS, spatial interpolation surfaces are generated to visualize the changes on a geographical plane through time. Dwelling and Value Density scatterplots are generated by extracting values from the interpolated surfaces and computing its distance to the nearest subway station and to major development nodes. The generated interpolated surfaces show a strong increase in Dwelling and Value Density in North York Centre which suggest that (1) planning policies succeeded in guiding residential growth, (2) a time lag is present of which the full benefits of rapid transit construction are realized, and (3) there may be positive network effects associated with the completion of the Sheppard subway. The scatterplot results demonstrated moderate change in Dwelling and Value Density at the Bayview station area and little change for the remaining stations (Bessarion, Don Mills, and Leslie) based on observations up to December 2006. The results warrant a degree of optimism about Sheppard subway’s ability to attract residential intensification and raise property values, especially given that data was analyzed only up to four years after the subway corridor began revenue service. It is recommended that a similar methodology be performed at a later date when the corridor’s ridership and surrounding development reaches maturity. A preliminary forecasting exercise determined that Dwelling and Value Density will rise, particularly surrounding stations that have since demonstrated little change in residential land use.

This thesis strives to establish a set of design guidelines for the upcoming Eglinton Crosstown Light Rail Transit development in Toronto. The primary design goals are to promote an enjoyable travel experience to commuters, offer positive public spaces in vicinity, and contribute to the greater social and cultural matrices of the city. Under a realistic project setting, the study will meditate upon spatial anthropological theories to identify essential public space qualities and to formulate underground lighting strategies. The main objective is to complete the development of both underground station and surface stop prototypes that can be flexibly implemented along the entire transit line. The vision is for these stations to not only provide convenient public transit amenities but also function as locale identifiers, showcasing Toronto’s culture virtually as unique rooms in a gallery. Three sites are chosen: Mount Pleasant, Dufferin, and Keele stations. These stations will provide interesting conditions to demonstrate the way in which a set of design guidelines can facilitate the positive development of subway stations into the powerful loci envisioned.

Urban economic theory states that transit improvements result in travel time savings and consequently warrant higher rents particularly with proximity to surrounding stations. This research uses the Sheppard subway corridor as a case study to test the established theories by measuring the changes to residential intensification and property values (1) as a function of time before and after the construction, and (2) as a function of distance to subway stations. Two metrics are established to observe residential intensification and property value: Dwelling Density and Value Density respectively. Dwelling Density is the number of dwellings contained in its property parcel divided by property area; Value Density is total property value of a given property parcel divided by its property area. Using obtained property sales data in four identified analysis years (1991, 1996, 2001, and 2006) and ArcGIS, spatial interpolation surfaces are generated to visualize the changes on a geographical plane through time. Dwelling and Value Density scatterplots are generated by extracting values from the interpolated surfaces and computing its distance to the nearest subway station and to major development nodes. The generated interpolated surfaces show a strong increase in Dwelling and Value Density in North York Centre which suggest that (1) planning policies succeeded in guiding residential growth, (2) a time lag is present of which the full benefits of rapid transit construction are realized, and (3) there may be positive network effects associated with the completion of the Sheppard subway. The scatterplot results demonstrated moderate change in Dwelling and Value Density at the Bayview station area and little change for the remaining stations (Bessarion, Don Mills, and Leslie) based on observations up to December 2006. The results warrant a degree of optimism about Sheppard subway’s ability to attract residential intensification and raise property values, especially given that data was analyzed only up to four years after the subway corridor began revenue service. It is recommended that a similar methodology be performed at a later date when the corridor’s ridership and surrounding development reaches maturity. A preliminary forecasting exercise determined that Dwelling and Value Density will rise, particularly surrounding stations that have since demonstrated little change in residential land use.

In this thesis we look at mobile agent solutions to black hole search and related problems. Mobile agents are computational entities that are autonomous, mobile, and can interact with their environment and each other. The black hole search problem is for a team of these agents to work together to map or explore a graph-like network environment where some elements of the network are dangerous to the agents. Most research into black hole search has focussed on finding a single dangerous node: a black hole. We look at the problem of finding multiple black holes and, in the case of dangerous graph exploration, multiple black links as well. We look at the dangerous graph exploration problem in the network model. The network model is based on a normal static computer network modelled as a simple graph. We give an optimal solution to the dangerous graph exploration problem using agents that start scattered on nodes throughout the network. We then make the problem more difficult by allowing an adversary to delete links during the execution of the algorithm and provide a solution using scattered agents. In the last decade or two, types of networks have emerged, such as ad hoc wireless networks, that are by their nature dynamic. These networks change quickly over time and can make distributed computations difficult. We look at black hole search in one type of dynamic network described by the subway model, which we base on urban subway systems. The model allows us to look at the cost of opportunistic movement by requiring the agents to move using carriers that follow routes among the network's sites, some of which are black holes. We show that there are basic limitations on any solution to black hole search in the subway model and prove lower bounds on any solution's complexity. We then provide two optimal solutions that differ in the agents' starting locations and how they communicate with one another. Our results provide a small window into the cost of deterministic distributed computing in networks that have dynamic elements, but which are not fully random.