Orientadores: Ana Friedlander, Roberto Andreani / Tese (doutorado) - Universidade Estadual de Campinas, Instituto de Matemática, Estatística e Computação Científica / Made available in DSpace on 2018-08-06T02:04:45Z (GMT). No. of bitstreams: 1 Chela_JoaoLuiz_D.pdf: 1546931 bytes, checksum: f1667806d83333df79ce853d2d25b401 (MD5) Previous issue date: 2006 / Resumo: O Problema de Programação Matemática com Restrições de Equilíbrio (MPEC) consiste em um problema de otimização, onde a definição do conjunto viável inclui o conjunto de soluções de um problema de inequações variacionais. Também é denominada MPEC à reformulação do problema como um problema de otimização clássico, obtida substituindo o problema variacional pelo sistema de Karush-Kuhn- Tucker associado. O problema variacional é também chamado neste contexto problema do segundo nível. A resolução do problema MPEC é mais difícil que a dos problemas clássicos de otimização. Esta dificuldade se deve basicamente à estrutura de dois níveis do problema MPEC. Existem diversos exemplos que mostram que a região viável pode não ser convexa e até mesmo desconexa. Mesmo no caso em que a trajetória de soluções dos problemas do segundo nível pode ser expressa como uma função dos parâmetros, a função objetivo do primeiro nível pode ser não diferenciável. Neste trabalho, propomos uma nova abordagem para resolver problemas de Programação Matemática com Restrições de Equilíbrio. Esta abordagem permite que o problema do segundo nível seja resolvido diretamente, sem reformulações nem uso de técnicas não diferenciáveis. Para isso, utilizamos um Algoritmo de Restauração Inexata baseado no trabalho de Martínez em [50]. Apresentamos resultados teóricos e experimentos numéricos, incluindo aplicações / Abstract: A Mathematical Program with Equilibrium Constraints (MPEC) is an optimization problem, where part of the variables are constrained to be solutions of a variational inequality problem parameterized by the other variables. The reformulation of a MPEC, as a classical optimizatlon problem, replacing the variational inequality problem by corresponding the K.K. T system, is also called MPEC. In this context the variational inequality problem is also called the second leveI problem. MPEC problems are harder to solve than classical optimization problems due to their two-level structure. These problems are non-convex, and the feasible region can even be a disconnected one. The objective function of the first level is in general non-differentiable, even in the case where the second level solutions can be expressed as a function of the parameters. In this work, to solve Mathematical Programming Problems we use an Algorithm of Inexact Restoration based in the work of Martínez in [50]. This approach allows to treat the second leveI problem design without reformulation and we do not need any special algorithm designed for non-differentiable optimization. We present theoretical results and numerical experiments, including an application in urban traffic problems / Doutorado / Mestre em Matemática Aplicada

Orientador: Orlando Fontes Lima Junior / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo / Made available in DSpace on 2018-08-07T10:51:26Z (GMT). No. of bitstreams: 1 Verroni_JoseHenriqueZioni_M.pdf: 877545 bytes, checksum: 5760704a66b34d2a95e7cf018c4b1fba (MD5) Previous issue date: 2006 / Resumo: As metodologias utilizadas para a definição do valor da tarifa têm sido baseadas na chamada ¿Planilha do GEIPOT¿, desenvolvida em 1982 e atualizada em 1994. Apesar de ser amplamente utilizada, esta metodologia apresenta algumas limitações, as quais podem ser separadas entre distorções de método, uma vez que não consideram o horizonte de planejamento como uma das variáveis determinantes do preço de serviços, e distorções de parâmetros, dentre as quais vale destacar a forma de tratamento da depreciação e da remuneração do capital Neste trabalho desenvolveu-se e avaliou-se um procedimento alternativo de cálculo da tarifa do transporte público urbano de passageiros por ônibus através do método de fluxo de caixa descontado com o objetivo de minimizar as distorções. A novidade deste procedimento é o emprego de índices financeiros (Remuneração do Capital e Taxa Interna de Retorno), para a definição das tarifas, que consideram o longo prazo das contratações realizadas entre gestores públicos e operadores privados. Através da análise da bibliografia que versa sobre o tema e de um estudo de caso elaborado com base em três sistemas distintos de transporte público, demonstrou-se que o cálculo de tarifa pelo método do fluxo de caixa descontado apresenta maior eficiência sob as óticas do usuário, do operador e do Poder Público, a saber, respectivamente: a) preço e qualidade do serviço, b) rentabilidade e margem do resultado e c) sobrevivência do operador e satisfação do usuário. Os resultados obtidos nos dois primeiros casos mostram que no longo prazo há um acréscimo no valor da tarifa, enquanto que no terceiro, há um decréscimo. Entende-se que haja viabilidade de uso do procedimento proposto devendo-se, entretanto, desenvolver mais alguns submodelos, tais como, para a definição dos custos de manutenção e sua inter-relação com a depreciação e remuneração do capital / Abstract: Traditional methodologies used for the calculation of fares values rely on the "GEIPOT Worksheet", developed in 1982 and up-dated in 1994. Although this is the most commonly used methodology in Brazil, it presents some limitations, which can be divided in two different categories. In terms of methods, the GEIPOT Worksheet does not consider the planning horizon as one of the most important determinants of service prices. In terms of parameters, it is worth to mention the accounting treatment given to assets depreciation and capital remuneration. The purpose of this work is to minimize the mentioned distortions and limitations through the development of an alternative methodology for calculation of public transportation fares based on discounted cash flow models. The methodology originality is the use of financial indexes, as cost of capital and internal rate of return, as the basis for fare prices definition, considering the term of contracts undertaken by the Public Company the and the Private Operators. Based on an extensive analysis of the correlated bibliography and a case study developed in three different public transportation systems, we demonstrate that discounted cash flow models are more efficient than the traditional methods according to the perspective of users, operators and Public Authority, considering (i) the service price and quality, (ii) profitability and operational margin, and (iii) the operator sustainability and the users satisfaction. The results obtained in the first two cases indicated that in the long run the proposed model would result in an increase of fare values, while in the third case the proposed model would result in the decrease of fare values in comparison to traditional models. It is acknowledged that the alternative methodology is feasible to be applied, only requiring the development of sub-models for specific topics, as the maintenance costs definition and it¿s relation to the capital depreciation and remuneration / Mestrado / Transportes / Mestre em Engenharia Civil

Submitted by Jorge Silva (jorgelmsilva@ufrrj.br) on 2017-06-26T19:47:32Z No. of bitstreams: 1 2016 - Robson Tavares da Silva.pdf: 6739179 bytes, checksum: 41cc65c1b14fe3bed6315698b0d0e60a (MD5) / Made available in DSpace on 2017-06-26T19:47:32Z (GMT). No. of bitstreams: 1 2016 - Robson Tavares da Silva.pdf: 6739179 bytes, checksum: 41cc65c1b14fe3bed6315698b0d0e60a (MD5) Previous issue date: 2016-09-30 / A key challenge for companies is to identify customer perceptions and can anticipate changes before dissatisfactions occur, thus allowing businesses to develop more effective solutions (KUMAR; LEMON; PARASURAMAN, 2006). Given this context, the perception of the public transport service consumer becomes crucial point for planning as Borges and Fonseca (2002), due to the growing recognition of how important it is the customer's perception regarding the service received. Thus, this project aimed to measure the degree of user satisfaction as the urban public transport services and semi-urban bus for the micro-region of Tr?s Rios/RJ, correlating with the degree of importance, consumer variables of service and socioeconomic variables. The research was characterized by the application of analytical methods based on Marketing Research, transversal and quantitative, having previously been grounded for qualitative research, performed with subjects selected by the local dominance of matter, resulting in the key attributes that composed the quantitative survey instrument. Also in qualitative research, relevant findings were made to construct the perception of attributes, when related to the vision of managers compared to the users, showing a concept of attributes submerged the objective perception. As for the quantitative survey, a sample of 400 stratified users was collected and the results demonstrated the 'Security' as the most important attribute and the 'Service Employees' as the least important. Regarding satisfaction, the best-rated attribute was the 'Service Employees' with an average grade of 6.935 on a zero satisfaction to ten scale, while the 'price' attribute is configured as the worst rating to the degree 5.265. All attributes have positioned themselves in the area of satisfaction with their grades average above five. Still to reinforce this information Student t test was used, with the result that there are no significant differences of views between users, except for the 'price' attribute is one that cannot claim, as defined trust bank, the opinions are similar, establishing always the satisfaction zone. Other data crosses between the available variables were analyzed and reinforced by non-parametric statistical tests such as Kruskal-Wallis, Jonckheere-Terpstra and Mann-Whitney as the specificity of each sample. Such data crosses showed particular characteristics in the degree of satisfaction in analysis for specific groups (socioeconomic, cities and businesses) and was recorded attention points that can be used as needed for management to support decision making and can be used for contributions to public policy analysis applied to the system, as well as the private sector, both in terms of looking for improvements or new strategies for companies that already operate in the system, as for new entrants who have the desire to invest in the region in terms of transport service, or even added services. / Um dos principais desafios para as empresas ? identificar percep??es de clientes, podendo antecipar mudan?as, antes que descontentamentos ocorram, permitindo assim que as empresas desenvolvam solu??es mais eficazes (KUMAR; LEMON; PARASURAMAN, 2006). Em face deste contexto, a percep??o do consumidor do servi?o de transporte p?blico torna-se ponto fundamental para um planejamento conforme Borges e Fonseca (2002), em fun??o do reconhecimento crescente do quanto ? importante a percep??o do cliente em rela??o ao servi?o recebido. Sendo assim, este trabalho objetivou mensurar o grau de satisfa??o dos usu?rios quanto aos servi?os de transporte coletivo urbano e semiurbano por ?nibus na Microrregi?o de Tr?s Rios/RJ, correlacionando com: o grau de import?ncia, vari?veis de consumo do servi?o e vari?veis socioecon?micas. A pesquisa caracterizou-se por aplica??o de m?todos de an?lise baseando-se em Pesquisa de Marketing, transversal e quantitativa, sendo previamente embasada por pesquisa qualitativa, executada com sujeitos selecionados por domin?ncia local do assunto, tendo como resultado os principais atributos que compuseram o instrumento de pesquisa quantitativo. Ainda na pesquisa qualitativa, foram feitas descobertas relevantes ao constructo da percep??o de atributos, quando relacionadas ? vis?o dos gestores comparada ?s dos usu?rios, evidenciando um conceito de atributos submersos ? percep??o objetiva. Quanto ? pesquisa quantitativa, foi coletada uma amostra estratificada de 400 usu?rios e os resultados demonstraram a ?Seguran?a? como atributo mais importante e o ?Atendimento dos Funcion?rios? como o menos importante. Em rela??o ? satisfa??o, o atributo mais bem avaliado foi o ?Atendimento dos Funcion?rios? com um grau m?dio de 6,935 em uma escala de satisfa??o de zero a dez, enquanto o atributo ?Pre?o? configurou-se como o de pior avalia??o com o grau 5,265. Todos os atributos posicionaram-se dentro da zona de satisfa??o com seus graus m?dios acima de cinco. Ainda para refor?o desta informa??o foi aplicado teste t Student, tendo como resultado n?o haver diverg?ncias significativas de opini?es entre os usu?rios, exceto em rela??o ao atributo ?Pre?o? sendo ?nico que n?o se pode alegar, conforme margem de confian?a definida, que as opini?es s?o semelhantes, estabelecendo-se sempre na zona de satisfa??o. Demais cruzamentos de dados entre as vari?veis disponibilizadas tamb?m foram analisadas e refor?adas por testes estat?sticos n?o param?tricos como de Kruskal-Wallis, Jonckheere-Terpstra e Mann-Whitney conforme a especificidade de cada amostra. Tais cruzamentos de dados apontaram caracter?sticas particulares quanto ao grau de satisfa??o, em analises por agrupamentos espec?ficos (socioecon?micos, cidades e empresas), tendo sido registrados pontos de aten??o que possam ser utilizados conforme a necessidade de gest?o, visando apoiar a tomada de decis?o, podendo ser utilizados para contribui??es em an?lises de pol?ticas p?blicas aplicadas ao sistema, assim como para iniciativa privada, tanto em termos de busca de melhorias ou novas estrat?gias para as empresas que j? operam no sistema, como para novos entrantes que tenham o desejo de investir na regi?o, em termos de servi?o de transporte, ou at? mesmo em servi?os agregados.

Submitted by Geandra Rodrigues (geandrar@gmail.com) on 2018-09-04T13:20:07Z No. of bitstreams: 1 wiliandanielhenriquesdoamaral.pdf: 7621379 bytes, checksum: 597d83ce13c3f7565887a87a3de3bd17 (MD5) / Approved for entry into archive by Adriana Oliveira (adriana.oliveira@ufjf.edu.br) on 2018-09-04T13:25:42Z (GMT) No. of bitstreams: 1 wiliandanielhenriquesdoamaral.pdf: 7621379 bytes, checksum: 597d83ce13c3f7565887a87a3de3bd17 (MD5) / Made available in DSpace on 2018-09-04T13:25:42Z (GMT). No. of bitstreams: 1 wiliandanielhenriquesdoamaral.pdf: 7621379 bytes, checksum: 597d83ce13c3f7565887a87a3de3bd17 (MD5) Previous issue date: 2018-03-28 / A mobilidade urbana nas cidades se refere à facilidade de deslocamentos de pessoas e cargas no espaço urbano. A complexidade do tema envolve a interação de como as cidades são pensadas, materializadas e como se organizam nos seus usos e ocupações espaciais. Atualmente, trens de levitação magnética, tem se mostrado um meio de transporte inovador e com grande potencial para atender as novas demandas contemporâneas, que cada vez mais buscam soluções rápidas e eficazes para questões complexas. Com a possibilidade de atuação inteiramente autônoma, esses veículos são capazes de atingir altas velocidades, reduzindo o tempo de deslocamento e contribuindo consideravelmente para a redução de emissões de poluentes e ruídos. O presente trabalho tem por objetivo propor premissas de implantação de trens de levitação magnética na região metropolitana de Juiz de Fora/MG. A integração em rede leva em consideração aspectos fundamentais de equipamentos urbanos existentes e até subutilizados, criando assim, um sistema de integração intermodal de cargas e passageiros num eixo conector do Aeroporto Regional Presidente Itamar Augusto Cautieiro Franco, também conhecido por Aeroporto Regional da Zona da Mata, ao centro do município, perpassando dentro dos seus 65km de extensão o distrito industrial, buscando um fluxo de carga e passageiros, de forma rápida e segura. Tais premissas buscam contribuir para o debate e possibilitar futuras pesquisas de mobilidade. A metodologia do trabalho consiste na criação de um suporte teórico embasado por uma criteriosa revisão sistemática da literatura e estudos de casos no cenário internacional, a partir dos quais se esboça um traçado teórico para a linha conectora à luz da tecnologia de levitação magnética e da avaliação das redes de tráfego de Juiz de Fora ao longo de toda sua história. Conclui-se que o traçado e a tecnologia empregada trazem contribuições positivas para a mobilidade urbana da região de estudo, muito embora o investimento para sua implantação seja considerado alto. / Urban mobility in Cities refers to the ease of people and load displacements in the urban space. The theme complexity involves the interaction between how cities are thought out, materialized and how they organize its uses and space occupations. Currently, magnetic levitation trains have shown to be an innovative means of transportation with great potential to meet the new contemporary demands, which increasingly seek quick and effective solutions for complex issues. With the possibility of fully autonomous operation, these vehicles are able to reach high speeds while maitaining the passenger capacity observed in the rail modal, reducing the travel times and contributing considerably to the reduce pollutants and noise emissions. The purpose of the present work is to propose the assumptions of the implantation of magnetic levitation trains in the metropolitan area of Juiz de Fora/MG. A network integration is supposed taking into account fundamental aspects of existing and even underutilized urban equipment, thus creating a system that allows intermodal integration of both cargo and passengers in a connector axis between the Regional Airport President Itamar Augusto Cautieiro Franco, also known as the Zona da Mata Regional Airport, to the center of the municipality, crossing within its 65km of extension the city’s industrial district, seeking a fast and safe flow of cargo and passengers. Such premises seek to contribute to the debate and to enable future mobility research. The work methodology consists in the creation of a theoretical support based on a careful systematic revision of the literature and case studies in the international scenario, from which a theoretical plot is drafted for the connecting line under the light of magnetic levitation technology and the evaluation of the Juiz de Fora’s traffic networks throughout its history. It is concluded that the tracing and the technology employed bring positive contributions to the urban mobility of the study region despite its high implementation costs.

En la presente tesis se realizó un estudio comparativo de la satisfacción de los usuarios del distrito de los Olivos, del sistema de transporte Metropolitano con el transporte informal. Se requirió dentro de este estudio el método de las encuestas para comparar las diferencias existentes, basándonos en los puntos de cobertura, comodidad, seguridad, y tiempos. Las encuestas obtenidas de una muestra de 300 encuestados nos mostraron una buena aceptación al sistema de transporte Metropolitano. El Metropolitano es un sistema de transporte ordenado que cumple con los puntos de la encuesta contraponiendo a los informales. Sin embargo, dentro del análisis se determinó que aun siendo un sistema innovador no cumple con unos puntos como la cobertura y tiempos de espera en los paraderos en que los informales tienen aceptación. Este estudio según los resultados obtenidos determina que falta para cubrir la demanda de usuarios en este distrito por el Metropolitano y reducir los tiempos de espera en los paraderos. Se recomienda incrementar el abastecimiento de unidades así como reducir los tiempos de espera en cada paradero, para que la informalidad del transporte se termine. In this thesis a comparative study of user satisfaction in the district of Los Olivos of the metropolitan transportation system with informal transport was conducted on survey method required in this study to compare the differences, based on points of comfort, safety, coverage, and time. Surveys obtained from a sample of 300 respondents showed us a good acceptance to the metropolitan transport system. The Metropolitan is an orderly transport system that complies with the points of the survey opposing the informal. However, the analysis it was determined that even being an innovative system does not meet some points, such as coverage and waiting times at bus stops that have informal acceptance. This study according to the results obtained, determined to need improvement to meet the demand from users in this district by Metropolitan to reduce waiting times at bus stops. It is recommended to increase the supply of units and reduce waiting times at every bus stop, so that the informality of transport disappears.

M.Phil. / While it is true that urban transport is a function of land use, it is equally true that land use is a function of urban transport. Any change in urban transport facilities changes the relative accessibility and hence the relative attraction of various land uses of every piece of land in a given area. Blumenfeld (1972, p. 140) feels that: "Transportation planning and city planning are not two different things but two sides of the same coin". According to several international sources the physical-spatial interrelation of urban transport and land use are totally ignored during the planning process. The short-term measures which have dominated urban transportation and land use planning have failed to appreciate long-term negative side-effects which, at later points in time, are perceived as current problems and again tackled with short-term solutions. This indicates a vicious circle which can only be broken if planners resolve to develop urban transport policies which are designed to reinforce desirable land use and development policies. In the long term it ls-the accessibility engendered by transport facilities which determine changes in the distribution of land use. Unfortunately in South Africa urban transport and land use planning appear to be concerned only with current perceptions of the transportation/land use problem such as congestion, delay, safety, movement, zoning and bulk regulations. Cameron (1977, p, 6) is of the following opinion: "Sadly the Driessen Report in South Africa has resulted in a transportation planning Act which, while appearing to offer scope for integrated planning, is being widely interpreted as a means to solve current problems, rather than as a means to really plan for the future". The object of this study is an attempt to determine within the physical-spatial dimension the interrelation of urban transport and land use with reference to Alberton. The methodology followed consists of a theoretical analysis of urban transportation and land use throughout the world. Thereafter the study area is described in order to marry the theory with the practice. An empirical investigation into the components of an urban structure, i.e, residential, industrial, business, administrative, open spaces and the transportation network, is followed by an analysis of the gathered information by means of a computer.

This research paper focuses on developing a model for the integration of the transport operators in the Nelson Mandela Bay area. The motivation for this integration is the Nelson Mandela Bay Municipality’s Public Transport Plan, which has set the goal of developing a new public transport system for the Metropolitan area. This system will integrate the different modes of transport into a single, seamless and scheduled service which will adhere to contractually enforced levels of quality, reliability and safety. In order to achieve this vision, the current bus and taxi operators will need to be unified into a viable and operational entity structure which will provide the required services to the public. The main research problem has therefore been identified as follows: How can the bus and taxi operators in Nelson Mandela Bay be integrated into a single entity, or small number of entities, in order to provide a viable, efficient and sustainable public transport service? This research paper sought to address this problem by conducting a case study of the Nelson Mandela Bay project, which took place over the course of a one year period. The author served as the project manager on the team that was responsible for developing the integration model. Additional research included a study visit to the cities of Bogota and Pereira in Colombia, which have implemented similar transport models, as well as a secondary study focusing on generic organisational integration strategies in existing literature. This paper is fundamentally a qualitative study. In this light, the research data was analysed according to the quasi-judicial method, which was deemed most suitable to the case study format adopted. The findings of the analysis were evaluated, and based on the resultant conclusions, a final integration model was recommended. The fact that this study is based on an actual project that has real world implications and consequences makes the result very relevant, and as such it will serve as a valuable addition to the body of knowledge which can be of assistance to other cities or project teams facing similar challenges in South Africa or even internationally.

Automobile dependence is defined as a series of convergent land use and transportation conditions in a city that leave people with few non-car options for urban travel. This dependence is compromising the environmental, social and economic health of cities in Canada. Furthermore, it appears as though automobile dependence is increasing in Canada, as are its attendant impacts. A fuller understanding of the primary relationships affecting this trend is needed if its impacts are to be adequately mitigated. However, there is little quantitative knowledge of the relative importance of factors contributing to automobile dependence in Canadian cities. A review of the literature identifies a multitude of mutually reinforcing factors that contribute to the creation of automobile dependent cities. The factors are both cause and effect and exhibit 'feedback,' which results in a cycle of intensification of the original condition. While there are many feedback relationships that contribute to automobile dependence, some may be stronger than others. Mitigating the many adverse impacts of automobile dependence requires reducing the need for both automobile ownership and automobile use by reversing these feedback relationships. This thesis identifies the relative importance of factors influencing automobile dependence in Canada's major cities through a comparative analysis of transportation, land use and population and employment distribution trends and patterns. This involves the collection and analysis of an extensive set of data from Canada's seven largest cities (Vancouver, Calgary, Edmonton, Winnipeg, Toronto, Ottawa-Hull and Montreal). To provide context and supplementary information, selected data from thirty-four additional global cities are also used. A correlation analysis of the data collected identifies the strength of correlation between factors involved in automobile dependence feedback. The data reveal commonalities between cities: those cities with higher urban densities, higher transit service provision and lower automobile infrastructure provision exhibit lower levels of car ownership and use as well as higher levels of transit use. These cities also have better utilized transit systems, have higher walking and cycling mode shares and consume less fuel. The quantitative findings are used in tandem with the qualitative findings of the literature review to identify and rank eight possible points for policy intervention in changing auto dependence feedback. Of the factors examined, metropolitan and outer area density, transit supply and CBD parking supply appear to exert the strongest relative influence on auto dependence. These are followed in importance by inner area density and car ownership, which are followed by road supply and non-motorized transport share. While the auto dependence factors ranked require further study, clarification and confirmation, they provide a preliminary basis for directing policy analysis. A policy evaluation framework is developed that enables policies prescribed in each intervention area to be assessed against a series of travel, environmental, social and economic impact criteria as well as their implementation potential. This framework can be used by policymakers to identify high leverage policies for reducing auto dependence. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

M.Tech. (Operations Management) / Please refer to full text to view abstract

Understanding household long-term decisions concerning residential location/relocation, car ownership and short-term activity travel choices are crucial for land use and transport planning. However, when addressing these issues, multitudes of choice models applying individual or unitary household decision-making mechanisms have dominated in transport studies, ignoring the interactions among household members in consensual decision making in real situations. To promote the investigation of these issues from a group decision-making perspective, this study explores the applicability of various group decision-making approaches to investigate multiple long-term decisions and short-term choices. Specifically, this thesis has four main research objectives: 1) adopt a utilitarian approach to develop an integrated model that links household members' consensual long-term decisions like housing, vehicle ownership and short-term activity-travel decisions like time use, explicitly capturing expenditure tradeoff for long-term decisions on housing and car ownership; 2) employ the Nash bargaining approach to model household members' consensual car ownership choice and examine this choice from the perspective of household time allocation; 3) apply an egalitarian bargaining approach (capture household members' concern for equity) to model household residential relocation choice, make a comparative study among this approach, Nash bargaining approach, and conventional utilitarian approach, and then accommodate these heterogeneous group decision mechanisms in a unified modeling framework; 4) examine the impacts of vehicle usage rationing policy on household car ownership and spouses' time allocation patterns. The database that serves for empirical applications of the formulated models is from a two-wave household activity-travel diary survey conducted in Beijing. This thesis contributes to current literature by adopting new approaches to investigate various group decision-making mechanisms among household members, comparing and assessing the predictive performance of different group decision approaches, as well as explicitly capturing household's long-term expenditure tradeoff. Insights and findings from this study are helpful for gaining profound understanding of spatial distribution of residence, household car ownership and individuals' activity-travel patterns, which will be conducive to the formulation of relevant policies for sustainable urban development.