Com base na teoria de redes complexas, este trabalho analisa as características das redes de sistema transporte público (STPs) de duas grandes cidades brasileiras (Curitiba e São Paulo) usando a representação do tipo Espaço-L e Espaço-P, através de métricas não ponderadas e ponderadas (distância geográfica entre as paradas de veículos e frequência dos veículos nos pontos de paradas). É proposta uma nova forma de classificar as métricas de redes complexas (orientadas a congestionamento e acessibilidade) aplicadas exclusivamente aos STPs. Também é proposta uma nova forma de interpretar resultados baseados em distância geográfica e frequência através do inverso da distância e inverso da frequência. Através da classificação das métricas também são propostas duas novas métricas para identificação de congestionamento em STP, além de uma nova forma de utilizar a representação utilizando mapas geográficos baseado em curvas de dispersão para identificar regiões de congestionamento e de acessibilidade do STP. Para a cidade de Curitiba é realizado um estudo que analisa o STP ao longo da semana (dia útil, sábados e domingos) e ao longo do dia útil através de 14 intervalos de horários com a finalidade de avaliar a rede de forma dinâmica. Com os resultados foi possível identificar comportamentos em regiões geográficas dos STP de Curitiba e São Paulo que podem auxiliar aos planejadores do STP a entenderem e realizar mudanças em busca de melhorias. Para os usuários é possível utilizar os resultados para buscar alternativas na utilização do STP. Outra contribuição é a interpretação e visualização dos resultados das métricas de redes complexas para avaliação de STPs. / Abstract (parágrafo único): Based on the theory of complex networks, this work analyzes the characteristics of public transport networks (PTNs) of two large Brazilian cities (Curitiba and São Paulo). Using the L-space and P-space representation, through unweighted and weighted metrics (geographical distance between vehicle stops and vehicle frequency at stop points) a new way of classifying the complex network metrics (congestion and accessibility oriented) applied exclusively to PTNs is proposed. It is also proposed a new way of interpreting results based on geographic distance and frequency by inverse distance and inverse frequency. Through the classification of the metrics also two new metrics for congestion identification in PTN are proposed, as well as a new way of using the representation using geographic maps based on dispersion curves to identify congestion and accessibility regions of the PTN. For the city of Curitiba a study is carried out that analyzes a PTN throughout the week (weekday, Saturdays and Sundays) and throughout the business day through 14 time intervals in order to evaluate the network dynamically evaluate. With the results it was possible to identify behaviors and geographic regions of the PTNs of Curitiba and São Paulo that can help the PTN planners to understand and make changes in the PTN seeking improvements. For users it is possible to use the results to find alternatives in the use of PTN. Another contribution is the way of interpreting and visualizing the results of complex network metrics for PTN evaluation, which allows the evaluation of networks through a PTN.

Com base na teoria de redes complexas, este trabalho analisa as características das redes de sistema transporte público (STPs) de duas grandes cidades brasileiras (Curitiba e São Paulo) usando a representação do tipo Espaço-L e Espaço-P, através de métricas não ponderadas e ponderadas (distância geográfica entre as paradas de veículos e frequência dos veículos nos pontos de paradas). É proposta uma nova forma de classificar as métricas de redes complexas (orientadas a congestionamento e acessibilidade) aplicadas exclusivamente aos STPs. Também é proposta uma nova forma de interpretar resultados baseados em distância geográfica e frequência através do inverso da distância e inverso da frequência. Através da classificação das métricas também são propostas duas novas métricas para identificação de congestionamento em STP, além de uma nova forma de utilizar a representação utilizando mapas geográficos baseado em curvas de dispersão para identificar regiões de congestionamento e de acessibilidade do STP. Para a cidade de Curitiba é realizado um estudo que analisa o STP ao longo da semana (dia útil, sábados e domingos) e ao longo do dia útil através de 14 intervalos de horários com a finalidade de avaliar a rede de forma dinâmica. Com os resultados foi possível identificar comportamentos em regiões geográficas dos STP de Curitiba e São Paulo que podem auxiliar aos planejadores do STP a entenderem e realizar mudanças em busca de melhorias. Para os usuários é possível utilizar os resultados para buscar alternativas na utilização do STP. Outra contribuição é a interpretação e visualização dos resultados das métricas de redes complexas para avaliação de STPs. / Abstract (parágrafo único): Based on the theory of complex networks, this work analyzes the characteristics of public transport networks (PTNs) of two large Brazilian cities (Curitiba and São Paulo). Using the L-space and P-space representation, through unweighted and weighted metrics (geographical distance between vehicle stops and vehicle frequency at stop points) a new way of classifying the complex network metrics (congestion and accessibility oriented) applied exclusively to PTNs is proposed. It is also proposed a new way of interpreting results based on geographic distance and frequency by inverse distance and inverse frequency. Through the classification of the metrics also two new metrics for congestion identification in PTN are proposed, as well as a new way of using the representation using geographic maps based on dispersion curves to identify congestion and accessibility regions of the PTN. For the city of Curitiba a study is carried out that analyzes a PTN throughout the week (weekday, Saturdays and Sundays) and throughout the business day through 14 time intervals in order to evaluate the network dynamically evaluate. With the results it was possible to identify behaviors and geographic regions of the PTNs of Curitiba and São Paulo that can help the PTN planners to understand and make changes in the PTN seeking improvements. For users it is possible to use the results to find alternatives in the use of PTN. Another contribution is the way of interpreting and visualizing the results of complex network metrics for PTN evaluation, which allows the evaluation of networks through a PTN.

Thesis (MPhil)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: Human existence in its current form is unsustainable. Urban transport systems are one of the chief contributors to this problem due to the dominant role of the car. Car dominated transport systems have a number of serious impacts on social, economic and ecological systems which collectively suggest they are not sustainable. The complex, global “system of automobility”, a powerful socio-technical regime, ensures that car dominated transport systems endure, despite the serious problems they generate. In the face of the power and resilience of this system, there are examples around the world of urban areas which have implemented transport initiatives which depart from the dominant paradigm of automobility. They have successfully provided viable alternatives to the car, facilitated urban forms which are supportive of green modes and “reconquered” scarce urban space from the automobile. However, there are a multitude of barriers to any transition to sustainable urban transport systems. These can only be overcome through the related processes of contestation and innovation. The case of Stellenbosch is a local expression of the global “system of automobility”. Through a combination of infrastructure, urban form, institutions, beliefs and ways of life, this system is perpetuated at a local level. In a highly inequitable developing country context, this is particularly problematic. A town primarily designed to service car mobility is best suited to the reproduction of the middle class. The poor, and others without access to a car, are at a disadvantage and movement by green modes is, everywhere, discouraged. And yet, there are a number of innovative initiatives occurring within the town which depart from the dominant paradigm, contesting its continued dominance. The path towards transition is at all times uncertain. However, it is possible to enhance the potential for transition by strengthening existing niches, contesting existing regimes and preparing for the imminent increase in landscape pressure generated by climate change and resource scarcity. / AFRIKAANSE OPSOMMING: Menslike bestaan in sy huidige vorm is onvolhoubaar. Stedelike vervoerstelsels is een van die belangrikste bydraers tot hierdie probleem weens die oorheersende rol van die motor. Vervoerstelsels waar die motor die botoon voer het ‘n aantal ernstige gevolge op maatskaplike, ekonomiese en ekologiese stelsels wat gesamentlik daarop dui dat sodanige stelsels nie volhoubaar is nie. Die komplekse, globale “stelsel van motorvervoer”, ‘n kragtige sosio-tegniese regime, verseker dat vervoerstelsels waar die motor die botoon voer in stand gehou word, ondanks die ernstige probleme wat hulle skep. Met inagneming van die krag en veerkragtigheid van hierdie stelsel bestaan daar oral in die wêreld voorbeelde van stedelike gebiede wat vervoerinisiatiewe geïmplementeer het wat afwyk van die oorheersende paradigma van motorvervoer. Hulle het uitvoerbare alternatiewe vir die motor suksesvol verskaf, stedelike vorme wat groen gebruike ondersteun gefasiliteer en skaars stedelike ruimte van die motorvoertuig “herwin”. Daar is egter ‘n menigte hindernisse in die pad van enige oorgang tot volhoubare stedelike vervoerstelsels. Dit kan slegs oorkom word deur die verwante prosesse van verset en innovering. Die geval van Stellenbosch is ‘n plaaslike uitdrukking van die globale “stelsel van motorvervoer”. Deur ‘n kombinasie van infrastruktuur, stedelike vorm, instellings, gebruike en lewenswyses word hierdie stelsel op ‘n plaaslike vlak bestendig en behou. Teen die agtergrond van ’n uiters onregverdig ontwikkelende land is dit in die besonder problematies. ‘n Dorp wat in die eerste plek uitgelê is om vervoer wat op motors berus, te bedien, is veral geskik vir die reproduksie van die middelklas. Die armes en diegene sonder toegang tot ‘n motor word benadeel en beweging met behulp van groen wyses word oral ontmoedig. En tog kom daar ‘n aantal vernuwende inisiatiewe in die dorp voor wat afwyk van die oorheersende paradigma wat die voortgesette oorheersing daarvan beveg. Die weg na oorgang is te alle tye onseker. Dit is egter moontlik om die potensiaal vir oorgang te verbeter deur versterking van bestaande nisse, bestryding van bestaande regimes en voorbereiding vir die toenemende druk op die landskap weens klimaatsverandering en die skaarste aan hulpbronne.

Thesis (MScEng)--University of Stellenbosch, 2001. / ENGLISH ABSTRACT: In an attempt to improve the efficiency of the transport system, the national government has instituted a new tender system for public transport contracts. Small bus and taxi operators are unfamiliar with operating in the formal sector. This study focuses on the extent of their disadvantage in the current tender system and recommends measures to counterbalance this. A questionnaire was devised to determine how much assistance these operators would require to prepare them for the tender, using the model bus tender document as a basis for this. The response rate was 20% with 14 taxi and 17 bus questionnaires being retrieved for analysis. The results showed that 10% of operators had no know ledge of the tender and many needed training in basic accounting and business procedures as well as public transport operation skills. Recommendations included institutional changes in public transport funding, management and allocation of resources as well as the type of education and training required. These changes should be implemented soon enough to ensure that small, medium and micro enterprises (SMME) operators are well prepared for the new tender system. / AFRIKAANSE OPSOMMING: In 'n poging om die effektiwiteit van die vervoersisteem te verbeter, het die nasionale regering 'n tendersisteem vir openbare vervoerkontrakte ingestel. Klein bus en taxioperateurs is nie bekend met die bedryf van 'n besigheid in die formele sektor nie. Hierdie studie konsentreer op hul agterstand in die huidige tendersisteem en maak aanbevelings oor hoe dit oorkom kan word. 'n Vraelys is opgestel om te bepaal hoeveel bystand hierdie operateurs sal benodig om hu1le voor te berei vir die tender. Die model bus tenderdokument is as basis gebruik. 20% van die operateurs het op die vraelys gereageer - 14 taxi- en 17 busvraelyste is ontvang vir verder verwerking. Die resultate van die opname het getoon dat 10% van die operateurs geen kennis van die tender gehad het nie en dat baie van hulle opleiding benodig in basiese rekeninkundige en besigheidsprosedures sowel as openbare vervoer bedryfsmetodes. Aanbevelings van die studie sluit lil institusionele veranderinge lil openbare vervoerbefondsing, bestuur en die toewysing van hulpbronne asook die tipe onderrig en opleiding wat benodig word. Hierdie veranderinge behoort so gou as moontlik geïmplementeer te word sodat klein, medium en mikro operateurs goed voorberei kan word vir die nuwe tendersisteem.

Thesis (MScEng)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: Mode choice modelling is an important and versatile tool that can aid decision makers with transit related strategies and scenario planning. The traditional approach to modelling public transport is labour intensive and requires many resources. The expensive nature of developing mode choice models can also act as a deterrent for developing a model. Not having access to a functional mode choice model can force decision makers to make important decisions without having access to proper information. There is therefore a need to provide a simplified solution for developing a functional mode choice model that can be developed and maintained with fewer resources. This research project explores the possibility of developing a simplified alternative approach to public transport modelling that can model mode choice behaviour with the same degree of accuracy as traditional models. The modelling steps employed in this research project were the typical four step demand modelling approach, but the principles employed differ slightly. The focus area of this research project is the development of simplified utility functions and the calibration thereof. Typical mode choice models coincide with many assumptions, variations and uncertainties. In this research project the proposed utility functions are simplified by incorporating most of the assumptions and intangible components of the utility function into a single station to station specific calibration factor. The hypothesis is that a simplified alternative approach to the utility functions can still provide a model that is purpose built and functional. The application of the proposed mode choice model is to model the mode choice between the Gautrain and private vehicles as the major mode of transport.

The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.

M.Phil. (Engineering Management) / The daunting peak-hour traffic periods have affected Gauteng road users and the economy due to traffic congestion in the recent years. A total of 157 000 vehicles used the Gauteng freeway network each day in 2006, which went up to approximately 200 000 in 2011. This means that the average growth in traffic volumes had grown on average by 7% between 2006 and 2011. As a management strategy, The South African National Road Agency (SANRAL) launched the Gauteng Freeway Improvement Project (GFIP) in 2007 to improve the infrastructural network. The introduction of the GFIP road-user charging scheme in Gauteng has been followed by a renewed interest in the subject of urban road tolling both by practitioners and academics ...

Dallas, Texas, faces transportation problems common to all metropolitan areas. This thesis will examine the effort of the City of Dallas to find a solution to a particular transportation problem, that of public transit. Events leading to the city's purchase of a privately owned transit company and problems encountered during the year after the purchase will be primarily considered in this thesis. The basic methodology consisted of interviews with persons directly connected with the transit operation, including city administrators, City Council members, and transit board members. A newspaper reporter, closely associated with the problem from beginning to end, gave an objective, eye-witness account of the situation. Additionally, newspaper accounts of the transition from private to public transit ownership provided a useful chronology, and letters and public documents supplied other information. City leaders realized that a good transit system was a vital part of a balanced Metropolitan program of transportation. Because the privately owned transit company was not providing adequate bus service, the city found it desirable to assume public ownership of the transit operation through purchase of the Dallas Transit Company in January, 1964.

Transportation availability and land use intensity demonstrate a strong relationship, with intense development concentrated near significant transportation investment. Transportation networks evolved in response to emergent transportation technologies and changing urban land uses. The irregular distribution of transportation systems reinforced patterns of land use development, shaping urban form. Understanding the relationships between transportation and the intensity of land uses allows urban geographers and city planners to explain the urbanization processes, as well as to identify areas historically susceptible to future development. The goal of this research is to develop a quantitative framework for the analysis of the development of urban form and its relationship to urban transportation systems. This research focuses on transportation accessibility, building density, and the structural massing as the basic metrics in the categorization of urban form. Portland, Oregon serves as the case study environment, while the research methodology examines the spatial and statistical relationship between these metrics for much of the city's urban area. Applying geographic information systems (GIS) and k-means cluster analysis, urban form metrics are compared within the ADaM (Accessibility, Density, and Massing) cube, a model demonstrating comparative relationships, as well as the geographic distribution and patterns of urban form in Portland, Oregon's neighborhoods. A finalized urban form catalog describes existing urban environments, but also indicates areas of impending transition, places having the strong potential for reorganization with respect to higher levels of transportation accessibility. The ADaM Cube is a tool for characterizing Portland's existing urban form, and describing the vulnerabilities of urban neighborhoods to the pressure of redevelopment.

O ônibus ainda é o modo de transporte público mais usado nas cidades brasileiras, mesmo aquelas que contam com sistemas sobre trilhos extensos. Já centenários, os sistemas de ônibus urbanos ainda se debatem na peleja diária da competição com os demais veículos e na busca de uma imagem mais favorável perante a seus usuários e à população. O advento do ferramental de Sistemas Inteligentes de Transporte (ITS) ofereceu a oportunidade de que esses sistemas pudessem contar com instrumentos de Planejamento, Programação, Monitoração e Controle Operacional próximos àqueles que os sistemas metroferroviários já dispõem há muitas décadas. Entre os vários avanços proporcionados pelo emprego de ITS no campo operacional, destacam-se as intervenções operacionais em tempo real, isto é, a aplicação de medidas que buscam oferecer ou restabelecer a regularidade e a eficiência da operação dos ônibus urbanos frente a contingências que eles enfrentam diariamente. Este trabalho objetiva fazer uma resenha das diversas opções de intervenções estudadas no campo acadêmico e executar simulações de três modalidades dessas estratégias. Foi construída uma rede reproduzindo um trecho de Corredor de ônibus na cidade de São Paulo e simulada a operação de uma linha de alta demanda, com base nos dados reais da operação, do trânsito (semáforos) e velocidades de percurso dos ônibus. A simulação, por sua vez, permitiu apurar os benefícios propiciados pelas intervenções testadas, chegando aos ganhos de tempos nas viagens e o possível aumento de oferta de veículos sem aumento da frota. Além de comparar os resultados entre os tipos de intervenção, foi verificada a sensibilidade dos resultados de cada estratégia a mudanças na intensidade de sua aplicação.Os resultados enquadram-se na faixa dos resultados obtidos nos diversos experimentos acadêmicos analisados. Dentro das expectativas, a intervenção das Meias Viagens (\"deadheading\") apresentou melhores resultados nos ganhos de tempos de viagem variando entre 8,5% e 12,9%, secundados pelas Paradas Limitadas (\"skip-stop\") variando entre 2,9% e 4,7%, enquanto a Linha Expressa apresentou resultados menores, motivados, principalmente, pelas limitações da extensão do trecho analisado. / Buses are still the most common transit mode in Brazilian cities even in those that count with extensive rail systems. Century old city bus operations still struggle daily to compete with other road vehicles while trying to gain a better image before its users and the general public. The arrival of Intelligent Transportation System (ITS) solutions brought to these systems the opportunity of counting on Operational Planning, Programing, Monitoring and Control like those already used by rail transit for decades. Among several improvements possible using ITS real time intervention during operation stands out. This enables the application of measures to offer or restore regularity and efficiency of bus services in face of contingencies faced daily. This paper aims to review different options of intervention reported in academic publications and to perform simulations of three of these strategies. A network was modeled duplicating a real Sao Paulo bus corridor section on which a high demand bus line operation, based on actual operation data, traffic, traffic lights and bus speeds, was studied. The simulation, in turn, allowed us to assess the benefits of each alternative intervention tested by determining travel time gains and the increase in bus service supply without increasing the operating fleet. Besides comparing results between intervention types the sensitivity of each one\'s results to strategy application intensity was also reached. The final experiments results fall within the range of those obtained in several other academic studies analyzed. Within the expectations, the deadheading intervention presented better results in travel time gains ranging from 8.5% to 12.9%, followed by the skip-stop, ranging from 2, 9% and 4.7%, while the Express Line presented lower results motivated, mainly, by the limitations of the extension of the analyzed section