La presente investigación modela el sistema BRT Metropolitano mediante el uso del software TransCAD. Para la adecuada construcción de la matriz origen destino se recopilan datos de embarque y desembarque en los diferentes paraderos del sistema. Es por ello, que se calcula la muestra de encuestas a través de datos proporcionados por Protransporte, la empresa que administra el Metropolitano. En la información proporcionada se excluyeron días atípicos donde se obtuvo 1032 encuestas con una confiabilidad de 95% y un error de 4.2%. Luego, se usa el factor de expansión para obtener la situación actual con un total de 53,776 usuarios que viajan en la hora más crítica de la tarde de 6 a 7pm. Así mismo, se inserta la matriz OD para la asignación de viajes mediante el método de equilibrio de usuarios estocástico (SUE); en el cual, se obtiene una primera calibración de la situación actual. Posteriormente, se propone el escenario más óptimo a partir del cálculo de las cargas máximas con el uso de hojas de cálculo. Además, se obtienen nuevos parámetros como frecuencias, cantidades de buses, tiempo de viaje total, etc. Finalmente, se realiza la comparación de los resultados del escenario propuesto y actual donde se observan beneficios para el operador y los usuarios. Debido a que, la propuesta cuenta con un ahorro de 7,154.26 minutos de tiempo de viaje total por hora, la operación del sistema con quince buses menos y un índice de pasajeros por kilómetro recorrido (IPK) de cinco puntos adicionales al actual. / The present investigation models the BRT Metropolitano system through the use of TransCAD software. For the proper construction of the destination origin matrix, embarkation and disembarkation data must be collected in the different stops of the system. That is why the sample of surveys is calculated through data provided by Protransporte, the company that manages the Metropolitano. In the information provided, atypical days were excluded where 1,032 surveys were obtained with a 95% reliability and an error of 4.2%. Then, the expansion factor is used to obtain the current situation with a total of 53,776 users traveling in the most critical time of the afternoon from 6 to 7pm. Likewise, the OD matrix is inserted as a previous step to the travel assignment using the stochastic user equilibrium method (SUE), in which a first calibration of the current situation will be obtained. Subsequently, the most optimal scenario is proposed based on the calculation of the maximum loads with the use of spreadsheets. In addition, new parameters such as frequencies, bus numbers, total travel time, and various others are obtained. Finally, the results of the proposed scenario and the current one were compared, where benefits for the operator and the users of the system are observed. Since the proposal has a saving of 7,154.26 minutes of total travel time per hour, the operation of the system with fifteen fewer buses and a passenger index per kilometer traveled (IPK) five points more than the current one. / Tesis

Grave X was found in 1952 during construction work in Tuna in Badelunda parish, in the province of Västmanland. Objects from this 3rd Century grave were dispersed and the stone grave covering and cist-like wooden burial chamber were cut almost in half as a result of the construction work that unearthed it. The purpose of this dissertation is to create a better understanding of Tuna in Badelunda and to place Grave X and the person buried there in context. Due to my interest in Grave X and the person in this grave, the scope of the study is limited to Tuna during the Late Roman Iron Age. What kind of place may Tuna in Badelunda have been during that time? Which kinds of knowledge may the person in Grave X have possessed and what roles may this person have had in local society? How may this person have acted in Tuna in Badelunda in particular? Why was this person buried in the specific type of structure that was Grave X? To answer these questions, ancient monuments and phenomena in the Tuna area, objects from the grave and construction details of the grave are discussed. Specifically, I examine the name Tuna, stone enclosures, hillforts of Bejby borg-character and travel routes, beads, golden rings in the shape of snakes, vessels and serving utensils, and the stone grave covering and cist-like chamber. Since Grave X was partly ruined when discovered, comparisons are made to about 20 similar graves from other parts of Scandinavia in order to get an idea of what may have been lost from Grave X. A performative-constructive gender perspective is of importance in this dissertation, as well as the concept of creolization. The kinds of knowledge and the societal roles the person in Grave X may have had can be summarized in five categories or contexts of action: production within the (social-political) economy of the farm, ritual performances, physical communication, textile production, and oral performances with the telling of stories and relating of memories. Possible personal strategies in relation to the activities the person in question was involved in are seen as important. One way this dissertation takes up this subject is through the discussion of the role the person may have had in greetings and farewells in the yard of the farm (Sw. tun, gårdsplan). Greetings and farewells were probably of importance, and Tuna is discussed as a crossroads. This means that although a local perspective is advocated in this dissertation, Tuna may not be seen as an isolated community, but rather as a small place that to a great extent partook in the larger world. This can also be seen in Grave X; when the person in this grave was buried, the living made choices that both expressed local traditions and made reference to far-away places. In contrast to the surrounding graves, the person in Grave X was not cremated. One of many possible reasons may have been a desire to emphasize the person’s personality and gender as well as roles in society. / <p>Auktoriserad namnform i LIBRIS: Fernstål, Charlotte, 1974-</p>