Studying recurrent mobility perturbations, such as traffic congestions, is a major concern of engineers, planners, and authorities as they not only bring about delay and inconvenience but also have consequent negative impacts like greenhouse gas emission, increase in fuel consumption, or safety issues. In this dissertation, we proposed using the resilience concept, which has been commonly used for assessing the impact of extreme events and disturbances on the transportation system, for high-probability low impact (HPLI) events to (a) provide a performance assessment framework for transportation systems' response to traffic congestions, (b) investigate the role of transit modes in the resilience of urban roadways to congestion, and (c) study the impact of network topology on the resilience of roadways functionality performance. We proposed a multi-dimensional approach to characterize the resilience of urban transportation roadways for recurrent congestions. The resilience concept could provide an effective benchmark for comparative performance and identifying the behavior of the system in the discharging process in congestion. To this end, we used a Data Envelopment Analysis (DEA) approach to integrate multiple resilience-oriented attributes to estimate the efficiency (resilience) of the frontier in roadways. Our results from an empirical study on California highways through the PeMS data have shown the potential of the multi-dimensional approach in increasing information gain and differentiating between the severity of congestion across a transportation network. Leveraging this resilience-based characterization of recurrent disruptions, in the second study, we investigated the role of multi-modal resourcefulness of urban transportation systems, in terms of diversity and equity, on the resilience of roadways to daily-based congestions. We looked at the physical infrastructure availability and distribution (i.e. diversity) and accessibility and coverage to capture socio-economic factors (i.e. equity) to more comprehensively understand the role of resourcefulness in resilience. We conducted this investigation by using a GPS dataset of taxi trips in the Washington DC metropolitan area in 2017. Our results demonstrated the strong correlation of trips' resilience with transportation equity and to a lesser extent with transportation diversity. Furthermore, we learned the impact of equity and diversity can mostly be seen at the recovery stage of resilience. In the third study, we looked at another aspect of transportation supply in urban areas, spatial configuration, and topology. The goal of this study was to investigate the role of network topology and configuration on resilience to congestion. We used OSMnx, a toolkit for street network analysis based on the data from OpenStreetMap, to model and analyze the urban roadways network configurations. We further employed a multidimensional visualization strategy using radar charts to compare the topology of street networks on a single graphic. Leveraging the geometric descriptors of radar charts, we used the compactness and Jaccard Index to quantitatively compare the topology profiles. We use the same taxi trips dataset used in the second study to characterize resilience and identify the correlation with network topology. The results indicated a strong correlation between resilience and betweenness centrality, diameter, and Page Rank among other features of a transportation network. We further looked at the capacity of roadways as a common cause for the strong correlation between network features and resilience. We found that the strong correlation of link-related features such as diameter could be due to their role in capacity and have a common cause with resilience. / Doctor of Philosophy / Transportation infrastructure systems are among the most fundamental facilities and systems in urban areas due to the role they play in mobility, economy, and environmental sustainability. Due to this importance, it is crucial to ensure their resilience to regular disruptions such as traffic congestions as a priority for engineers and policymakers. The resilience of transportation systems has often been studied when disasters or extreme events occur. However, minor disturbances such as everyday operational traffic situations can also play an important part in reducing the efficiency of transportation systems and should be considered in the overall resilience of the systems. Current literature does not consider traffic performance from the lens of resilience despite its importance in evaluating the overall performance of roads. This research addresses this gap by proposing to leverage the concept of resilience for evaluation of roadways performance and identifying the role of urban characteristics in the enhancement of resilience. We first characterized resilience considering the performance of the roadways over time, ranging from the occurrence of disruptions to the time point when the system performance returns to a stable state. Through a case study on some of the major highways in the Los Angeles metropolitan area and by leveraging the data from the Performance Measurement System (PeMS), we have investigated how accounting for a proposed multi-dimensional approach for quantification of resilience could add value to the process of road network performance assessment and the corresponding decision-making. In the second and third parts of this dissertation, we looked at the urban infrastructure elements and how they affect resilience to regular disruptive congestion events. Specifically, in the second study, we focused on alternative transit modes such as bus, metro, or bike presence in the urban areas. We utilized diversity and equity concepts for assessing the opportunities they provide for people as alternative mobility modes. The proposed metrics not only capture the physical attributes of the multi-modal transportation systems (i.e. availability and distribution of transit modes in urban areas) but also consider the socio-economic factors (i.e. the number of people that could potentially use the transit mode). In the third study, we investigated how urban road networks' form and topology (i.e., the structure of roadway networks) could affect its resilience to recurrent congestions. We presented our findings as a case study in the Washington DC area. Results indicated a strong correlation between resilience and resourcefulness as well as topology features. The findings allow decision-makers to make more informed design and operational decisions and better incorporate the urban characteristics during the priority setting process.

Lo Chi-yan. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2005. / Includes bibliographical references (leaves 42-51). / Abstract in English and Chinese; questionnaires in Chinese. / Abstract --- p.i / Acknowledgments --- p.iv / Table of Contents --- p.v / Chapter CHAPTER 1 --- Introduction --- p.1 / Why is empirical research on driver sleepiness important? --- p.2 / Prevalence of driver sleepiness --- p.2 / Driver sleepiness as a risk factor for traffic accidents --- p.3 / Why should taxi driver sleepiness be studied? --- p.6 / Variations in sleepiness and vigilance and driving performance within a shift and comparison between daytime and nighttime drivers --- p.8 / "The impact of circadian typology on sleep, sleepiness, vigilance and driving performance" --- p.11 / Bright light exposure --- p.14 / Overview of the present study --- p.18 / Chapter CHAPTER 2 --- Main study --- p.20 / Recruitment and Characteristics of Participants --- p.20 / Procedure --- p.20 / Instruments --- p.23 / Chapter CHAPTER 3 --- Results --- p.28 / Chapter CHAPTER 4 --- Discussion --- p.36 / References --- p.42 / Figures --- p.52 / Tables --- p.55 / Appendices --- p.62

This thesis focuses on the labour process within the minibus taxi industry in East London, South Africa. This industry is structurally situated within the informal sector or economy but is marked by contradictory processes of formalisation and in-formalisation. Though the taxi industry seems to straddle the formal and informal economies in South Africa, the study is conceptually framed in terms of the informal sector but in a critically-engaged fashion. The very distinction between formal and informal economies, whether in South Africa or elsewhere, is open to dispute; and, even if accepted, there are differing conceptualisations of the relationship between the ‘two’ economies. Also, the conceptual clarity of the term ‘informal economy’ has been subject to scrutiny, given the vast range of activities it is said to incorporate. While the distinction between formal and informal economies may be a useful conceptual starting-point, this thesis demonstrates that it is analytically useful to speak of degrees and forms of formalisation and in-formalisation along a continuum, rather than to dichotomize economies. The thesis therefore analyses in depth the competing and tension-riddled processes of formalisation and in-formalisation in the minibus taxi industry, and with a specific focus on the labour process.

[pt] A dissertação em tela foi desenvolvida com o intuito de proporcionar ao professor de matemática uma introdução ao estudo das Geometrias Não Euclidianas, um assunto carente em nossas salas de aulas tanto do Ensino Básico como das Licenciaturas em Matemática. Em consonância com os Parâmetros Curriculares Nacionais, são historicamente construídos os conhecimentos matemáticos apresentados para discutir o Quinto Postulado dos Elementos de Euclides e para apresentar a descoberta de novas geometrias. Para ser apresentada de forma mais detalhada, foi escolhida uma Geometria Não Euclidiana que pode ser facilmente entendida e contextualizada por alunos do Ensino Médio: a Geometria do Táxi. Tal geometria, além de possibilitar ligações com outros conteúdos do Ensino Básico também é um modelo para a geografia urbana, oferecendo ao alunado a possibilidade de interação com questões motivadoras, interdisciplinares e próximas do seu cotidiano. É apresentada uma sugestão de dinâmica que compara os conceitos das distâncias euclidiana e do táxi além de discutir a definição de circunferência e sua representação tanto na Geometria Euclidiana como na Geometria do Táxi. Além disso, alguns resultados da aplicação da referida dinâmica em turmas do 3o. ano do Ensino Médio do C.E. Professor Ney Cidade Palmeiro, localizado na cidade de Itaguaí no Rio de Janeiro, também são relatados. Pretende-se que este trabalho seja mais uma contribuição para o aprimoramento da formação continuada dos professores das escolas de ensino básico no país. / [en] The present dissertation was developed with the intention of providing the mathematics teacher an introduction to the study of Non Euclidean Geometry, one lacking subject in our classrooms as much as the basic education and undergraduate mathematics. In line with the National Curriculum Parameters, mathematical knowledge presented to discuss the Fifth Postulate of Euclid s Elements, and to present the discovery of new geometries are historically constructed. To be presented in more details, we choose a non Euclidean Geometry that can be easily understood and contextualized by high school students: the Taxicab Geometry. This geometry, in addition to allowing connections with other content of basic education, such geometry is a model for urban geography, offering the pupils the opportunity to their everyday issues. A suggested activity to be developed in the classroom by students who compares the concepts of taxi distance and euclidean distance and besides discussing the definition of a circle and its representation in both Euclidean Geometry as in the Taxi appears. Futhermore, some results of implementing this activity in class 3rd. year of high school the Colégio Estadual Professor Ney Cidade Palmeiro, located in Itaguaí in Rio de Janeiro, are also reported. It is intended that this work is a futher contribuition to the improvement of continuing education of teachers of primary schools in the country.

A thesis is submitted for the fulfilment of a Masters degree in Development Studies in the School of Social Sciences, University of the Witwatersrand, March 2016 / The minibus taxi industry plays an important role in helping thousands of commuters daily in reaching their desired destinations. The minibus taxi industry emerged in South Africa under the apartheid era in the wake of the country’s economic deregulation initiated in 1977. This industry has grown rapidly since then overtaking both buses and trains with an estimated 14 million passengers using taxi services each day (Minibus Taxis and Road Safety, internet, 2015: 10:00am). The latter is due to its accessibility, affordability as well as convenience. The minibus taxi industry has also been stereotypically identified as an industry dominated by violence amongst various taxi associations over access to various routes while being heavily dominated by patriarchal male figures. Nevertheless, the minibus taxi industry and particularly queue marshals have however, not received the much needed attention as key players in the public transportation sector. Limited literature has been written on the taxi industry in general and on queue marshals specifically and yet, 14 million commuters use taxis daily to get around (Minibus Taxi and Road Safety, internet, 2015: 10:00am). It is as a result of this limitation that this 2 research study aims to contribute to the existing body of literature on the minibus taxi industry by analyzing the socio-economic lives of queue marshals focusing specifically on the form and function of queue marshals in Bree Street taxi rank, Johannesburg as well as the observable presence of patriarchy that is found in these ranks and whether the same influence is found within their households. In doing so, this research study hopes to examine whether or not the spirit of ubuntu exists within the industry that has been stereotypically perceived by society as violent and dominated by taxi drivers with ‘bad attitude’ and reckless driving skills. The hope is that, through understanding the socio dynamics of the lived experiences of queue marshals within the minibus taxi industry, queue marshals will no longer be ‘invisible’ while helping to reveal a different perception (two different worldviews to one coin) of an industry solely believed to be dominated by violence, ‘unruly’ and ‘rude’ individuals (Sauti 2006). / GR2017

M. Tech. Business Information Systems / The operation and management of privately-owned public transport (the taxi industry to be precise) in many countries, South Africa included; is increasingly challenging. Over the years, the taxi industry in South Africa has been characterized by many challenges such as violence, resulting from maladministration and lack of regulations. In addition, this could be attributed to irregularities and lack of formal approach within which the privately-owned public transport (taxi) operates. Another problem with the irregularities in the industry is handling physical cash by taxi drivers. This creates room for funds spillage and financial management challenges, resulting in conflict between taxi drivers and their employers. There is also an issue of taxation, which is a challenge to the Government. Due to the irregularities, the way in which the industry is operated, the operators have failed to comply. The goal of this research is to develop an ICT seamless Model for handling electronic payment for privately-owned public transportation in Gauteng.

Thesis (MPA.) -- University of Limpopo, 2012 / The implementation of the Taxi Recapitalisation Programme was articulated by the South African government since 1999, with its estimated time implementation to start in 2005. As at the time of completion of this study the Taxi Recapitalisation Programme was still not absolutely completed. While 2010 was earmarked to be a year to remove all unroadworthy vehicles on the South African public roads, and that has not been completely achieved, especially in the rural areas where roads are not well tarred and constructed. This study investigated the impact that the implementation of the TRP has on taxi queue marshals, taxi rank- street vendors, taxi drivers and taxi-owners as well as their perceptions of the government’s Recapitalisation programme. Both qualitative and quantitative methods were used to collect data from the Greater Mankweng Taxi Association in Limpopo Province, Capricorn district and the Limpopo Department of Roads and Transport. The findings of the study, however differs in terms of the participants categories, but the general perception from the respondents is that the Taxi Recapitalisation Programme is not bringing substantial benefit to those it intends to benefit such as taxi operators, taxi drivers and the government revenue system. The street vendors who are indirect beneficiaries also do not see the impact of the Taxi Recapitalisation Programme on their business.

Problem-posing is recognized as an important component in the nature of mathematical thinking (Kilpatrick, 1987). More recently, there is an increased emphasis on giving students opportunities with problem posing in mathematics classroom (English& Grove, 1998). These research has shown that instructional activities as having students generate problems as a means of improving ability of problem solving and their attitude toward mathematics (Winograd, 1991). In this study, teaching Taxicab Geometry which is a non-Euclidean geometry is aimed to mathematics teacher candidates by means of computer game-Simcity- using real life problems posing. This studies’ participants are forty mathematics teacher candidates taking geometry course. Because of using Simcity computer game, this game is based on Taxicab Geometry. Firstly, students had been given Taxicab geometry theory for two weeks and then seperated six each of groups. Each of groups is wanted to posing problem and solving from real life problems at Taxicab geometry. In addition to, students applied to problem solving at Simcity computer game. Studens were model into Simcity game. They founded ideal city, healty village, university campus, holiday village, etc. interesting of each others.

This research was aimed at exploring how taxi violence could be policed effectively within Stanger area. To achieve the objectives of this study the researcher interrogated the strategies that the police use in dealing with taxi violence as well as the impact and the challenges that are faced by police officials regarding this phenomenon. The researcher adopted a qualitative research approach in order to increase her understanding of the knowledge, attitudes, perceptions and beliefs related to taxi violence within Stanger area. The non-probability purposive sample method was used to select the research participants and the focus was on the research participants’ experience and knowledge of the subject matter. The researcher also used semistructured interviews in order to resolve specific questions. The findings were that most of the taxi violence remained unresolved within Stanger area because witnesses were afraid to come forward with information regardless of the anonymous hotline that was created to encourage the reporting of this violence. Consequently, because of a shortage of manpower, resources, uncooperative witnesses and knowledge of matters concerning taxi permits the police and other law enforcement agencies in the area are mainly reactive in attending to taxi violence crimes. The lack of proactivity hampers the success of the initiatives that they (police) put in place to address taxi violence in Stanger. / Police Practice / M.Tech. (Policing)

Submitted in fulfilment of the requirements of the Degree of Doctor of Philosophy: Business Administration, Durban University of Technology, 2017. / This study explored humanistic management philosophy in governance with specific reference to Port Shepstone minibus taxi industry, KwaZulu-Natal. The study arose from a concern that there is no governance model which addresses the challenges of small businesses. Informal businesses like minibus taxi industry are facing a phletora of challenges, namely fatal accidents, corruption and fraud, disregard of stakeholders, taxi wars, poor service delivery and failure by the government to formalise the sector. The study discusses humanistic management philosophy in governance using Ubuntu theory as the theoretical framework. The researcher adopted the mixed method methodology which is embedded in the post- positivist research paradigm. The post-positivist research paradigm explains the way things are and views objectivity as an ideal that can never be achieved, however research should be conducted with greater awareness of subjectivity. By combining qualitative and quantitative methodologies (Triangulation mixed method approach), it assisted the study to strike a balance and avoid being subjective on issues of humanistic management leadership, humanistic management strategy, humanistic management culture and humanistic management ethics. The research methods used in this study include questionnaires, interviews and observations. The findings from qualitative and quantitative data were integrated to come up with a generalisation. The findings of the study showed that there are limitations in the implementation of humanistic management philosophy for minibus taxi industry governance. Although the minibus taxi leaders were aware of their humanistic management leadership role and responsibilities, they were not applying them. The Minibus taxi industry leadership were applying non humanistic management leadership styles. Moreover, humanistic management strategy formulation, implementation and evaluation were not being done. Humanistic management ethics were found to be a challenge within the minibus taxi industry when governing their businesses. The study revealed that the minibus taxi industry was adopting a different culture from their community which affected their humanistic management culture and the reputation of the minibus taxi industry governance. This was not inline with the Ubuntu principles practised by the society in which the minibus taxi industry operated. Possible areas for future research were highlighted and recommendations were made, for example the researcher recommends minibus taxi operators should be educated on humanistic management philosophy in governance which makes their businesses legitimate in society’s view. Minibus taxi operators should be encouraged to use stakeholder approach in the humanistic management strategy formulation, implementation and evaluation. Support and monitoring systems should be in place for proper implementation of code of conducts. Whistleblowers should be protected by the taxi associations and the police force. A humanistic management culture should be developed and implemented with the incorporation of community inputs. The taxi association should develop and enforce a human resource policy to safeguard the interests of the minibus taxi industry employees. The study identified a possible alternative model for the implementation of humanistic management philosophy in governance. The model can be applied to all informal and formal sectors. / D