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For the pollution assessment and quantitative source apportionment of heavy metals in surface dust, a total of 52 surface dust samples were collected from bus stops in Tianshui City. The geoaccumulation index (Igeo) and potential ecological risk index (RI) were used to analyze the pollution levels caused by heavy metals. The Positive Matrix Factorization (PMF) of the receptor modeling and geo-statistics were employed to analyze the source of the heavy metals. The results were as follows. ① Except for Mn, Co and V, the mean concentrations of other heavy metals have exceeded the local background value of Gansu. The percentage of excessive concentrations of Cu, Zn, Sr, Ba and Pb in the samples was 100%, and that of Cr, Ni and As were 96.15%, 94.23%, and 96.15%, respectively. ② Semivariogram model fitting showed that the block-based coefficients of Cu, Zn, Sr, Ba, Pb, Cr, Ni, and As were between 0.25 and 0.75, indicating that they were mainly affected by human factors. The high values of Pb, Zn, Ni and As were mainly distributed in the eastern part of the study area, and the high values of Cu, Sr, Ba and Cr were distributed in a spot-like pattern in the study area. ③ The Igeo results showed that As, Cu, Zn, and Pb were the main contamination factors, and the optimized RI showed that the heavy metals were the overall ecological risk of intensity, among which Pb, As and Cu were the main ecological factors and should be taken as the priority control objects. ④ Based on the PMF, there are four main sources of eleven heavy metals. V, Mn, and Co were attributed to natural sources, accounting for 18.33%; Cu, Sr, and Ba were from mixed sources of pollution from transportation and industrial alloy manufacturing, accounting for 26.99%; Cr and Ni were from sources of construction waste pollution, accounting for 17.17%, As, Zn and Pb were mainly produced by coal-traffic mixed pollution emissions, accounting for 37.52%. Overall, the study area was dominated by coal-traffic emissions.

L’objectiu principal d’aquest treball és fer una aportació en l’estudi general de l’accessibilitat visual en el transport públic per a persones amb baixa visió. Per a aquesta aportació, s’ha fet un anàlisi de l’accessibilitat visual en una mostra de parades i autobusos de la xarxa d’autobusos de Sant Cugat del Vallès i s’han presentat unes propostes de millora. Per l’anàlisi objectiu, s’ha dissenyar una fitxa per la valoració de les parades i autobusos i per l’anàlisi subjectiu s’ha comptat amb la col·laboració de dues persones de baixa visió. Pel que fa a les parades d’autobús, s’ha comprovat que tenen greus mancances per l’accessibilitat per a persones amb baixa visió trobant sovint obstacles, poc contrast o informació amb lletra petita i mal ubicada. S’ha trobat un obstacle important a tenir en compte que és el carril bici, sobretot perquè les persones amb baixa visió no tenen manera de saber quan passa un ciclista. Pel que fa als autobusos, s’ha comprovat que són més accessibles però s’ha detectat deficiències importants com el poc contrast en els agafadors, entre el terra i els seients, o en la màquina validadora de viatges. Un altre deficiència important és la màquina validadora de viatges que sovint està poc contrastada i en la que és difícil trobar el lloc on s’ha de posar la tarja. Finalment es fan unes propostes de millora indicant que moltes de les deficiències observades es poden arreglar complint la legislació i fent un bon manteniment de l’entorn i del mobiliari urbà. En les propostes de millora es presenten elements que ja estan al mercat com els paviment podotàctils contrastats, el Ddtag o les balises electròniques. Com a aportacions pròpies es proposa un disseny propi de marquesina, màquines validadores de viatges contactless i un disseny de carril bici que passi per darrera de les marquesines. El objetivo principal de este trabajo es realizar una aportación en el estudio general de la accesibilidad visual en el transporte público para personas con baja visión. Para esta aportación, se ha realizado un análisis de la accesibilidad visual en una muestra de paradas y autobuses de la red de autobuses de Sant Cugat del Vallés y se han presentado unas propuestas de mejora. Para el análisis objetivo, se ha diseñado una ficha para la valoración de las paradas y autobuses y para el análisis subjetivo se ha contado con la colaboración de dos personas de baja visión. En cuanto a las paradas de autobús, se ha comprobado que tienen graves carencias para la accesibilidad para personas con baja visión encontrando a menudo obstáculos, poco contraste o información con letra pequeña y mal ubicada. Se ha encontrado un obstáculo importante a tener en cuenta que es el carril bici, sobre todo porque las personas con baja visión no tienen forma de saber cuándo pasa un ciclista. En cuanto a los autobuses, se ha comprobado que son más accesibles pero se han detectado deficiencias importantes como el poco contraste en los asideros, entre el suelo y los asientos, o en la máquina validadora de viajes. Otra deficiencia importante es la máquina validadora de viajes que a menudo está poco contrastada y en la que es difícil encontrar el lugar donde se debe poner la tarjeta. Finalmente se realizan unas propuestas de mejora indicando que muchas de las deficiencias observadas se pueden arreglar cumpliendo la legislación y haciendo un buen mantenimiento del entorno y del mobiliario urbano. En las propuestas de mejora se presentan elementos que ya están en el mercado como los pavimento podotáctiles contrastados, el Ddtag o las balizas electrónicas. Como aportaciones propias se propone un diseño propio de marquesina, máquinas validadoras de viajes contactless y un diseño de carril bici que pase por detrás de las marquesinas. The main objective of this work is to make a contribution to the general study of visual accessibility in public transport for people with low vision. For this contribution, an analysis of visual accessibility has been carried out in a sample of stops and buses of the Sant Cugat del Vallès bus network and some proposals for improvement have been presented. For the objective analysis, a sheet has been designed for the assessment of stops and buses and for the subjective analysis, two people with low vision have collaborated. As for bus stops, it has been proven that they have serious shortcomings in terms of accessibility for people with low vision, often encountering obstacles, poor contrast or information in small and poorly placed print. A major obstacle to be aware of is the bike lane, especially since people with low vision have no way of knowing when a cyclist is passing. As for the buses, it has been verified that they are more accessible but important deficiencies have been detected, such as poor contrast in the handles, between the floor and the seats, or in the trip validating machine. Another important shortcoming is the trip validating machine which is often poorly contrasted and where it is difficult to find the place where the card should be put. Finally, some suggestions for improvement are made indicating that many of the deficiencies observed can be fixed by complying with the legislation and by maintaining the environment and urban furniture properly. In the improvement proposals, elements that are already on the market are presented, such as the contrasted podotactile pavement, the Ddtag or the electronic beacons. As our own contributions, we propose our own canopy design, contactless trip validating machines and a bike lane design that passes behind the canopies.

Accessible tourism promotes the right of all citizens to visit places and experience tourism. Therefore, universal accessibility must exist within the tourism value chain, where the public transport system is an important element. The research project "Accessibility for All in Tourism" focused on the attributes of inclusive bus stops and considered "Universal Design" and “Age Sensitive Design” approaches. In the built environment, products and spaces must consider the needs of all people to the greatest extent possible. In particular, adequate wayfinders to help people with visual disabilities in terms of orientation and danger alerts. Tactile paving surfaces are one of the fundamental elements of accessibility for people with visual disabilities, ensuring they have an independent life, whether they are residents in their city or tourists in another country. However, when considering these tactile surfaces, the needs of elderly people and individuals with visual disabilities are divergent. This study is intended to present international examples of tactile surfaces used at bus stops, in some cases based on bibliographic research and direct observation. For a better understanding of the constituent elements of tactile surfaces, established examples were compiled. The results indicate that there is a great diversity of technical solutions for tactile surfaces at bus stops that attend to the needs of people with visual disabilities, some more age-friendly than others. In a context of equitable use and accessible tourism, homogeneous technical solutions, inclusive for all, should be implemented in all countries.

Many studies have found that the concentration of fine particulates in the atmosphere has increased. In particular, when using the bus, the situation in which people are exposed to relatively high concentrations of fine particulates is increasing. The purpose of this study is to reduce exposure to these potentially harmful particulates by introducing open shelters at outdoor bus stops. In order to use it as an outdoor fine particulates reduction device, a brush filter using electrostatic force (EF) was used on an experimental scale and the generation of electrostatic force, according to the material, was examined. As electrostatic force was generated, the fine particulates collection performance was about 90% efficiency. In addition, it was confirmed that the efficiency of each particle size was improved by 57% through structural improvement. Finally, through experimentation, it was confirmed that the brush module can be used for about 70 days.

[Abstract] Inclement weather conditions affect the behavior of travelers and transportation system operations. Understanding this influence can help improve operational planning schemes for any mode of transport, especially for buses. One of the factors that can be affected by rainfall is the time expended by a passenger from the moment a bus opens its doors until he/she boards the bus. This time is known as “boarding lost time” (BLT), and it was first introduced in the latest edition of the Transit Capacity and Quality of Service Manual (TCQSM). TCQSM only considers BLT for bus rapid transit (BRT) stations with more than one berth. Weather conditions are not considered when calculating the current BLT for a BRT system, given the provision of protective shelters over the entire boarding area of such stations. Furthermore, recommendations with regard to BLT for regular bus stops have not been provided. This paper presents analyses of BLT for a two-berth regular bus stop under different rainy conditions. The findings demonstrate that the increment in BLT between Berth 2 and Berth 1 under heavy rainfall is significantly higher than in the absence of rainfall. This study is part of the research project “Experimental analysis and modeling of the influence of stops, transfers, and right-of-way in bus systems,” reference RTI2018-097924-B-I00 MCIU/AEI/FEDER, UE.

The purpose of this study was to examine how the safety was regarded by the public at three differently located bus stops in Umeå’s local bus traffic. Umeå is in the context a medium sized town located in the northern of Sweden. The study was conducted through interviews at bus stops in three different locational districts within Umeå’s municipal borders. Vasaplan, Ålidhem and Röbäck. The bus stops differentiate from one another through means of population density, location, repute, and the availability of amenities in the area. A total of 38 recipients was interviewed at these bus stops, the questions asked to the recipients treated how the safety was perceived according to the time of the day at each location, if they had been exposed to or observed any alarming events at the bus stops as well as which attributes, they thought could increase or decrease said safety at the bus stop. The data has been analyzed through the theoretical approaches of grounded theory. The result concludes that there are differences in the perceived safety between the bus stops. Röbäck was in many regards considered the safest bus stop. Whereas the definition in the safety between Vasaplan and Ålidhem was more difficult to define. The result also contains the attributes which the recipients have opinionated contributed most to the safety at the bis stop in both a positive and a negative way. The safety at the bus stop was largely dependent upon the time of the day, as evenings were when most recipient felt unsafe in the transit environments.

Resumen: La publicidad exterior es un medio que requiere una creatividad específica, adaptada a sus características y al momento en que el público tiene contacto con él. A pesar de la revolución que el medio está viviendo, gracias a la digitalización de algunos de sus soportes, no se pueden olvidar las reglas creativas básicas de creación para este medio, ya que el papel todavía es el elemento que impera en sus soportes. Así pues, el objetivo de esta investigación es, a partir del repaso de los estudios sobre el medio y una revisión creativa de sus mensajes, realizar un análisis sobre la manera de trabajar este medio el sector de la telefonía móvil, como sector de grandes inversiones en el medio exterior, en España y Portugal. Para ello se utilizan los elementos que se desprenden de la revisión bibliográfica como básicos y necesarios en todo mensaje publicitario en el medio exterior. De dicha investigación se constata, que este sector, en líneas generales, esta aplicando correctamente las normas creativas en la realización de sus mensajes a transmitir a través de los soportes que forman parte de la publicidad exterior en ambos mercados analizados, aunque se vislumbran pequeños matices en uno y otro., Outdoor media requires a specific creativity tailored due to their characteristics and to the moment when the public has contacted with him. Despite the revolution that the outdoor advertising is going through, and due to the digitization of some of their supports, it is not possible to forget the best way to design the creativity in this media, because the paper is still prevailing in their brackets. Therefore, the objective of this research is, from the review of its studies and a creative revision of its messages; perform an analysis on the way to work the creativity of outdoor advertising in mobile sector in Spain and Portugal, such a sector with great investments in this media. This is done using the elements that emerge from the literature review as basic and necessary in any advertising message in the outdoor media. This research notes, that this sector, in main lines, is correctly applying the creative standards in the communication of its messages through this media in both markets analysed, although can be glimpsed nuances in one and another., La publicitat exterior és un mitjà que requereix una creativitat específica, adaptada a les seves característiques i al moment en què el públic té contacte amb ell. Malgrat la revolució que el mitjà està vivint, gràcies a la digitalització d'alguns dels seus suports, no es poden oblidar les regles creatives bàsiques de creació per a aquest mitjà, ja que el paper encara és l'element que impera en els seus suports. Així doncs, l'objectiu d'aquesta investigació és, a partir del repàs dels estudis sobre el mitjà i una revisió creativa dels seus missatges, realitzar una anàlisi sobre la manera de treballar aquest mitjà el sector de la telefonia mòbil, com a sector de grans inversions en el mitjà exterior, a Espanya i Portugal. Per a això s'utilitzen els elements que es desprenen de la revisió bibliogràfica com a bàsics i necessaris en tot missatge publicitari al mitjà exterior. D'aquesta investigació es constata, que aquest sector, en línies generals, està aplicant correctament les normes creatives en la realització dels seus missatges a transmetre a través dels suports que formen part de la publicitat exterior en tots dos mercats analitzats, encara que s'albiren petits matisos en un i altre.

El presente proyecto trata sobre la elaboración del diseño, fabricación e instalación de una parada de autobús de tipo marquesina provista de un sistema purificador de aire contaminado incorporando musgo como filtro natural de partículas. La necesidad de hacer el proyecto viene dada por las constantes emisiones de la industria y el transporte que hacen que el aire de las grandes ciudades tenga unos niveles muy altos de partículas y gases contaminantes que afectan directamente al planeta y a la salud de la población. Por otro lado, la idea de utilizar musgo como filtro natural parte del conocimiento de que algunas especies de briofitas tienen la capacidad de desarrollarse en entornos muy desfavorables, además de tener unas capacidades de resistencia muy elevadas y un sistema de crecimiento basado en la metabolización de partículas contaminantes. Los principales objetivos que se buscan son: la reducción de la contaminación en las ciudades, el aprovechamiento de la infraestructura de la vía pública y la eficiencia energética y la sostenibilidad. El proyecto consta, primeramente, de un módulo purificador de aire, cuya estructura rectangular se asimila a los paneles mupi de publicidad de las paradas convencionales. El módulo está compuesto por porciones de musgo Sphagnum en su exterior y por un sistema de riego hidropónico automatizado que abastece los 120 litros en invierno y 160 litros en verano, mensuales de agua, necesarios para el correcto mantenimiento del musgo y, determinados, a partir de un estudio práctico y seguimiento diario del musgo Sphagnum durante un mes. Con el objetivo de hacer el módulo mucho más autosuficiente, se ha instalado un captador de agua de la lluvia, el cual reduce el mantenimiento del módulo y alarga su autonomía hasta un total de 18 meses, además de la incorporación de un sistema de monitoreo a tiempo real compuesto por un microcontrolador y sensores de humedad y temperatura. La parada de autobús está compuesta por una estructura principal de tipo marquesina semi-abierta, cuyas cubiertas laterales están formadas por tres módulos purificadores de aire y por revestimiento de madera. La parada está provista por un banco con tomas USB, dos paneles informativos, una vitrina y alumbrado. Se ha instalado un sistema fotovoltaico en la parte superior de la cubierta con el objetivo de abastecer los 412 Wh/día que consumen todos los componentes eléctricos del proyecto. Todo el diseño, dimensionado y elección de materiales y componentes se ha realizado mediante estudios y cálculos, siguiendo en todo momento las normativas y reglamentaciones vigentes. Como conclusión, tras los estudios e investigaciones realizados, se ha podido comprobar que sería factible la implementación del proyecto en las grandes ciudades, ya que el módulo purificador es eficiente, pudiendo captar hasta 85 toneladas de CO2 al año y 35 mg de partículas en suspensión y metales pesados al día. Por otro lado, el proyecto puede servir para incentivar el uso de energías renovables, la sostenibilidad y la reducción de emisiones y gasto energético y concienciar a la sociedad de que el planeta se encuentra en un estado crítico y la ingeniería toma un papel destacado para poder solventarlo con el uso de las nuevas tecnologías y la innovación. This project consists of the development of the design, manufacture and installation of a marquee type bus stop equipped with a polluted air purifying system incorporating moss as a natural particle filter. The need to carry out the project is given by the constant emissions from industry and transport that cause the air in large cities to have very high levels of polluting particles and gases that directly affect the planet and the health of the population. On the other hand, the idea of using moss as a natural filter stems from the knowledge that some species of bryophytes can develop in very unfavorable environments, in addition to having very high resistance capacities and a growth system based on the metabolization of polluting particles. The main objectives of the project are the reduction of pollution in cities, take advantage of the public infrastructure and energy efficiency and sustainability. The project consists, firstly, of an air purifying module, whose rectangular structure is like the advertising mupi panels of conventional bus-stops. The module is composed of portions of Sphagnum moss on the outside and an automated hydroponic irrigation system that provides 120 liters in winter and 160 liters in summer, monthly of water, necessary for the correct maintenance of the moss and, determined from of a practical study and daily monitoring of Sphagnum moss for one month. With the objective of make the module much more self-sufficient, a rainwater collector has been installed, which reduces the maintenance of the module and extends its autonomy to a total of 18 months. In addition, it incorporates a real time monitoring system composed of a microcontroller and humidity and temperature sensors. The bus stop is made up of a main structure of semi-open marquee type, whose side covers are made up of three air purifying modules and wooden cladding. The bus stop is provided by a bench with USB sockets, two information panels, a showcase and lighting. A photovoltaic system has been installed in the upper part of the roof to supply the 412 Wh / day consumed by all the electrical components of the project. All the design, dimensioning and choice of materials and components has been carried out by studies and calculations, always following the rules and regulations required. In conclusion, after the studies and research carried out, it has been found that the implementation of the project in large cities would be feasible, since the purifier module is efficient, being able to capture up to 85 tons of CO2 per year and 35 mg of suspended particles and heavy metals per day. On the other hand, the project can serve to encourage the use of renewable energies, sustainability and the reduction of emissions and energy expenditure and raise awareness in society that the planet is in a critical state and engineering plays a prominent role to be able to solve it with the use of new technologies and innovation. Objectius de Desenvolupament Sostenible::3 - Salut i Benestar::3.9 - Per a 2030, reduir substancialment el nombre de morts i malalties causats per productes químics perillosos i la pol·lució de l’aire, l’aigua i el sòl Objectius de Desenvolupament Sostenible::11 - Ciutats i Comunitats Sostenibles::11.6 - Per a 2030, reduir l’impacte ambiental negatiu per capita de les ciutats, amb especial atenció a la qualitat de l’aire, així com a la gestió dels residus municipals i d’altre tipus

Due to stop-and-go events, bus stops are often treated as “hot spots” for air pollution. The design of bus stops should be optimized to reduce emissions and exposure for transit commuters. The objective of this study was to analyze the impact of bus stop platform types on vehicle emissions and individual pollution exposure. Second-by-second emissions data were first collected from one bus using a portable emission measurement system (PEMS). Microscopic traffic simulation was then used to estimate overall traffic emissions under six scenarios with different bus stop settings. Numerical simulation of pollutant dispersion was also conducted to calculate individual pollution exposure at bus stops. The results of PEMS tests showed no significant differences between bus emissions generated near two different types of stops. However, the effect of platform types on overall traffic emissions was revealed using traffic simulation. The results demonstrated that bus bays reduced the emissions of other heavy-duty vehicles. However, bus bays were not always effective during rush hours. The study also highlighted the importance of the location of bus stops, the number of bus lines, and the length of the platform, in addition to dynamic characteristics of traffic flows in the design of bus stop platforms. Bus stop platforms also affected individuals’ exposure due to the changes in the pollutant flow field. The passenger’s exposure at one bus stop was influenced by both the platform type and standing location. Results suggested that in a condition with a wind direction perpendicular to the bus stop shelter, the total exposure level to CO was lower at the bus bay stop if a passenger stood at the upstream of the station platform. However, the exposure was less at the downstream of the curbside bus stop.

Urban buses have energy and environmental impacts because they are mostly equipped with heavy-duty diesel engines, having higher emission factors and pollution levels. This study proposed a mean distribution deviation (MDD) method to identify bus pollutant emissions including CO, CO2, HC, and NOX at road sections, intersections, and bus stops for different fuel types, and explore the changes in emissions for different locations in the road sections, bus stops, and intersection influence areas. Bus speed, acceleration, and emissions data were collected from four fuel types in China. For different locations and fuel types, the differences in emissions were all statistically significant. MDD values for different locations indicated that there were more obvious differences in emissions between road sections and intersections. In addition, heat maps were applied in this study to better understand changes in bus emissions for different locations in the bus stop influence areas, intersection influence areas, and road sections.

Diplomska naloga opisuje analizo spremembe Glavnega trga v mestu Sevnica po celostni prometni strategiji (CPS) in predstavitev lastnih idej za spremembe z upoštevanjem trajnostne mobilnosti, da bo stanje zadovoljivo za vse udeležence v prometu. V nalogi bom najprej predstavil, kako se je občina Sevnica lotila problematike, funkcionalnosti in spremembe podobe starega mestnega jedra. Nato bom njihove ideje analiziral in poskušal najti optimalne rešitve za izboljšavo trenutnega stanja. Obenem bom tudi poskušal polepšati podobo propadajočega jedra Sevnice. Trenutno stanje ne omogoča varnega in učinkovitega javnega prevoza, kot je avtobus. Prav tako ni poskrbljeno za kolesarje. Tako bo glavni del naloge poskrbeti za te udeležence v prometu. Ogromno parkirnih mest kvari podobo središča, tako bom te v večji meri prestavil na druge lokacije. Parkirna mesta, ki jih bom ohranil, bom pravilno uredil za vse udeležence in dodal ukrepe, ki bodo zmanjšali potrebo po teh parkirnih mestih. The thesis describes the analysis of the change in the Main Market in the town of Sevnica according to the integrated Trasport Strategy (CPS) and the presentation of its ideas for change, taking into account sustainable mobility, to be satisfactory for all road users. In my paper, I will first present how the goverment of sevnica tackled the problems, the functionality and the appearance of the old town center. Then I will analyze their ideas and try to find optimal solutions to improve the current situation. At the same time, I’ll also try to imrove the looks of town center in Sevnica. Current situation does not allow for safe and efficient public transport such as bus . There is also no provision for cyclists. Thus, the main part of the task is to take care of them . Huge parking spoils the appearance of the heart , so I will largely move it to other locations . Parking lots which I kept , I’ll edit for all participants and added measures which will reduce the consumption of these spacious areas.

The purpose of this paper is to investigate, using both theoretical and numerical analysis, the impact of agglomeration externalities on short-run policy decisions in public transport, i.e. socially optimal pricing, frequency setting, and subsidisation. We develop a simple two-mode model in which commuters can opt for car or public transport use; car use leads to congestion, and public transport is subject to crowding. Allowing for agglomeration externalities, we show the following results. First, if car use is correctly priced for congestion, agglomeration benefits imply substantially lower public transport fares and higher frequencies. They neutralise to some extent the pressure to increase fares to correct the crowding externality. Second, as a consequence, agglomeration benefits justify low cost recovery ratios in public transport. Assuming an agglomeration elasticity of 1.04, a value well within the range of reported elasticities, numerical implementation of the model finds that cost-recovery ratios are 35.8% lower than in the absence of the productivity externality. Third, interestingly, the effect of agglomeration benefits on fares and frequency is much smaller if road use is exogenously under-priced. In this case, any modal shift induced by lower public transport fares has opposing agglomeration effects on the two modes, since agglomeration benefits are not mode-specific.

Magistrsko delo Prometno-varnostni načrt Osnovne šole Apače in podružnične Osnovne šole Stogovci je sestavljeno iz treh med seboj smiselno povezanih delov. V teoretičnem delu smo se osredotočili na vzgojo o prometu, na razvojne značilnosti otrok, na njihovo razumevanje prometa, na izobraževanje o prometu in seveda tudi na statistiko prometnih nesreč v Evropi, Sloveniji in v apaškem okolišu. V empiričnem delu smo anketirali učence od prvega do devetega razreda ter njihove starše in učitelje. Z rezultati smo želeli oceniti varnost oziroma nevarnost šolskih poti. V praktičnem delu smo se osredotočili na predvidena nevarna mesta in predvsem na avtobusna postajališča ter na podlagi dobljenih rezultatov ob koncu izdelali tudi prometno-varnostni načrt. V magistrskem delu je bilo ugotovljeno, da obstajajo nekatera potencialno nevarna mesta. Ugotovili smo tudi, da je avtobusnim postajališčem treba dati poseben poudarek, saj so le-ta po večini brez čakališč, nevarno pa je tudi ustavljanje avtobusa ali šolskega kombija na cestišču. Prav tako smo ugotovili, da bankine ob glavnih cestah niso urejene, kakor tudi ne pločniki in kolesarske steze. Master’s thesis Traffic-safety plan of primary school Apače and its branch school Stogovci consists of three separate, but logically connected parts. In the theoretical part, it deals with general traffic education, developmental characteristics of children and their understanding of the traffic, education about the traffic and with the statistics of traffic accidents in Europe, Slovenia and in surroundings of Apače. In the empirical part, we interviewed students in primary school (first till ninth grade), their parents and teachers. With gathered results we wanted to anticipate the school road safety. The results helped us in the practical part, where we focused on predicted dangerous spots, especially bus stops, and we created a traffic-safety plan, based on the previous results. Master thesis also reveals that there exist potentially dangerous spots, special attention should be given to bus stops. They are usually without appropriate waiting areas, school bus or a van just stops at the road. Unfortunately, main roads do not have well prepared verges, there are no pavements and bicycle tracks.

Ensuring safety during door-to-door public transport trips is a fundamental challenge to service providers as safety influences individuals’ mobility. Using reported safety perceptions of travelers waiting at six bus stops with different characteristics in Stockholm, this study investigates factors that have an impact on determining travelers’ perceived safety and crime perceptions. This is done by assessing the importance of real-time information provision and the environmental characteristics of bus stops during the day and at night for different types of crime, after controlling for travelers’ individual and trip characteristics, and their previous experiences of victimization. Interaction effects of age, gender, and travel frequency are also tested. The results suggest that bus shelter characteristics, natural surveillance, and trustworthy real-time information are the most important factors influencing safety and crime perceptions. Additionally, safety perceptions are strongly influenced by previous experiences of victimization. The effect of perceived feelings about crime and safety are found to be nuanced by age and gender. Unlike some common beliefs, travelers: (1) feel less worried about becoming a victim of crime at bus stops associated with high crime rates; (2) prefer opaque shelters at night; and (3) have higher safety perceptions when the stop is located in an area of mixed land use. The impact of a bus stop’s number of passers-by is found to be insignificant. No direct or indirect effects can be attributed to frequency of travel by bus, indicating that familiar places and routine behavior have noeffect on declared crime and safety perceptions. QC 20220510

Aquest Treball Final de Grau abasta el disseny d’una parada d’autobús, la determinació dels principals serveis a oferir i l’elecció final dels materials i/o elements a instal·lar per desenvolupar les diferents funcions. Primerament s’ha realitzat un anàlisi general de l’estat actual de l’art. Composat per l’estat de les parades d’autobús de la zona metropolitana de Barcelona, altres ciutats europees i després més concretament a la ciutat de Sabadell. També s’ha realitzat un estudi de projectes innovadors arreu del món relacionats amb aquest tema. Un cop realitzat l’estudi, és necessari avaluar la situació de la parada a modificar i es realitza un estudi de la possible ubicació. Seguidament s’han analitzat diferents alternatives dels diferents serveis a instal·lar: enllumenat, pantalla tàctil, pantalla digital i punt de recàrrega. Finalment s’exposa el disseny definitiu de la marquesina, amb les dimensions i els materials a utilitzar. Així com els diferent serveis a instal·lar i la ubicació d’aquests en l’àmbit de la marquesina.

Magistrsko delo opisuje in prikazuje izvedbo določanja in modeliranja potovalnega časa mestnega javnega avtobusnega prometa določene cone znotraj Mestne četrti Magdalena in cone iz Mestne četrti Tabor v vse ostale cone Mestne občine Maribor. Na podlagi časovne matrike je izdelan vizualni model ponudbe javnega avtobusnega potniškega prometa in vplivna območja avtobusnih postajališč. Master's work describes and illustrates the implementation of the determination and modelling of the travel time for the urban public bus traffic of specific zones within residental quarter Magdalena, municipality of Maribor and the zone from the residental quarter Tabor of the municipality of Maribor in all other quarters of the municipality of Maribor. A visual model of the supply of public bus transport on the basis of the time matrix is made, as well as the influential areas of bus stops.

La estación intermodal pretende dar respuesta a la gran cantidad de desplazamientos que se producen en automóvil privado desde el municipio de Bétera. La estación se encuentra en el tejido urbano en el que confluyen diferentes medios de transporte público, así como una gran bolsa de aparcamiento para automóviles y motocicletas. El objetivo es reducir los desplazamientos globales del municipio. La estación de Bétera tiene la particularidad de ser estación de término, lo cual puede implicar unas funciones adicionales al programa de estación, que albergue espacios para la espera, como cafeterías o diferentes equipamientos.

El proyecto se aborda desde la sencillez y la simplicidad, mediante líneas rectas y estableciendo diferentes plataformas que continúan los niveles existentes, lo que permite multiplicar el espacio disponible sin perder el contacto visual con la huerta en ningún momento. Aspectos como la sencillez no deben limitarse sólo a una cuestión formal sino que deben servir para resolver muchos otros aspectos del proyecto, como la estructura, las instalaciones y, en general, el programa. Como respuesta a los problemas actuales de la parcela, la segregación de los distintos flujos es condición indispensable en la nueva ordenación de la parcela. El tránsito de coches, peatones, metro y autobús deben estar interconectados para su uso combinado de forma que no se entorpezcan ni provoquen conflictos de uso. Como elemento principal del proyecto, la movilidad, entendida en todas sus formas, debe producirse de la forma más natural y sencilla posible. Otra de las condiciones de partida del proyecto es que la necesidad de un amplio aparcamiento no debe suponer una merma del espacio público disfrutable; de forma que el peatón pueda moverse libremente por todo el espacio que conecta todas las calles y recorridos adyacentes y elimina muchas de las barreras presentes en la parcela.

This report responds to a request from the Government of Timor-Leste (GoTL) and Dr. Mari Alkatiri. The request was for World Bank assistance to collaborate on a range of studies relating to opportunities in the special economic zone, including community development, trade and competitiveness, and regional integration. The analysis builds on a situation analysis prepared by the Zona Especial de Economia Social de Mercado (ZEESM) authority in March 2014. The transfer of significant responsibility for Oecusse’s development to the ZEESM authority, reflects a political rapprochement and collaboration between Prime Minister Xanana Gusmao and Dr. Alkatiri. The report is in two volumes. Volume one presents an overview of Oecusse’s current state in chapter one with analysis of living standards, economic activity including trade, and current constraints. Chapter two analyzes Oecusse’s phased economic potential through a range of phase one development interventions focusing on agriculture, and considers the pre-requisites for developing an SEZ in Oecusse. Volume two contains more comprehensive background chapters with full analysis of living standards in chapter three, agriculture in chapter four, transport corridor in chapter five, and migration in chapter six.

As part of a long-term partnership between the World Bank and Brazil, the Federal Government of Brazil sought the World Bank’s assistance to review road safety management capacity in Brazil, building both on past experiences in the country and international best practices. This National Road Safety Management Capacity Review, therefore, was prepared by the World Bank, with the support of the Global Road Safety Facility (GRSF). The primary objective of the review is to evaluate the multi-sectoral capacity of road safety management in Brazil, identifying possible road safety challenges and presenting recommendations to address these challenges. The methodology of the review, in accordance with the guidelines of the World Bank Global Road Safety Facility, focused on examinations of key functional aspects of road safety, including institutions, legislation, financing, information, and capacities at all levels of government and among non-government actors. The review was prepared mainly based on interviews of key road safety stakeholders at the federal, state, and municipal levels, members of parliament, NGOs, and the private sector, in addition to direct inspection of roads and on-road behaviors, and the analysis of published research and reports on road safety. In addition, information and understanding gained from previous reviews of the states of São Paulo, Rio Grande do Sul, and Bahia were also incorporated.

An Intelligent transportation system can be built by developing a model that learns from existing transport data. Data collection and implementation of such systems is a costly proposition. Only very few countries have support for such systems in their transportation budgets. In places where data maintenance is difficult, many problems arise. For instance, in Chennai, India, real time bus transit data is not maintained, bus stops are not regularly updated and inconsistent information about bus stops is observed in the transport authority's website. We are interested in developing models for identifying bus stops from trajectories for situations where accurate and current information is not available and traffic conditions are challenging, such as Chennai, India. We develop a simple yet easily accessible android mobile application to collect GPS traces of bus routes. We use our tool to collect GPS trajectory data from Baltimore, Maryland, a place where there are facilities to access up-to- date information about bus stops. We also collect GPS trajectories from Chennai, India. We develop a model using machine-learning techniques to identify bus stops from the collected trajectories. We experimentally evaluate our model by training it on Baltimore dataset and test it on Chennai dataset, achieving testing accuracy of 85 - 90%. This is comparable to the accuracy of 95% achieved by training and testing on Chennai dataset. This illustrates that our approach is helpful in maintaining an accurate bus stop information system for scenarios similar to Chennai.

The majority of the world is now urban. Cities are attracting people because they are centers for economic activity and can offer a higher quality of life: there are more jobs, more services available, transport options to move within the city, trade, knowledge exchange, and connections to other cities and countries. As a result, in 2050, two-thirds of the world population is expected to live in cities. Cities around the world are implementing innovative ideas to efficiently manage urbanization. They are facing challenges head on and placing themselves on a path toward sustainability. Increasingly, city governments are becoming empowered administratively and financially to be able to serve their growing populations, offering good public transport options, access to clean water, effective waste management, and other essential basic services. This booklet of case studies showcases cities in developing countries that are implementing bold ideas with the objective of achieving environmental, economic and social sustainability. In all the stories included, the World Bank Group has been able to work alongside the cities to help them meet their goals by offering a number of services. These case studies show what a wide variety of cities have achieved in this endeavor, with clear and measurable results. Cities have responded to the new challenges and opportunities of rapid urbanization by spurring innovation to improve services, create jobs, and enhance livability for future generations.

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior In this work we highlight the importance of urban planning, which finds in geoprocessing an ally to a spatial data analysis in the city. In this context, the objective of the present research is to analyze the suitability of the main bus stops in the urban transport in the city of Santa Maria. In order to achieve this goal, we have developed the following methodological steps: 1) bibliography review; 2) definition of the principal bus stops studied; 3) registration of the main bus stops; 4) after collected all bus stops, they were sent to the software ArcGIS Server Workgroup Standart 9.3; 5) it was drawn up a map for each bus routes containing the itinerary and its respective bus stops as well as the development of thematic maps with information about population density and income; 6) it was examined the infrastructure of each bus stop with the aim at classifying each bus stop according to the bibliography selected. In this sense, it was registered the following bus stops of the collective urban transport: Tancredo Neves, UFSM-Faixa Velha, Bombeiros-Faixa Velha, Santa Marta, Prado, Cohab Fernando Ferrari Faixa Nova e Faixa Velha, Alto da Boa Vista, 7 de Dezembro, UFSM-Faixa Nova, Tancredo Neves-Campus, Bombeiros-Faixa Nova, Camobi. As results, it was registered 347 bus stops and analyzed that most itineraries of bus stop routes are downtown and in East regions, demonstrating that the majority of people s displacement in those regions happens due to their jobs and studies. It was possible to find five sorts of bus stops: 29 bus stops with signposting and shelter, 139 with only shelter, 24 with shelter in bad conditions, 40 only with signposting and 115 with any identification. Considering the bibliography used in this research, 232 bus stops could be classified as formal bus stops and the rest of them as informal ones due to the fact that they did not present any kind of signposting. Taking into account physic aspects, 177 bus stops were classified as simple ones. Only 29 bus stops could be considered complete ones and in order to classify them as complex ones, they should have presented more equipment. Consequently, less than 1% of all bus stops analyzed presented all equipment. It is also important to highlight that the bus stops studied in this research with less infrastructure were located in areas of the city in which the responsible for the residence earns until 2 minimum wages. Bus stops with better structure presented only 8, 35% from the total amount of bus stops analyzed in the research. No trabalho destaca-se a importância do planejamento do meio urbano, tal ação encontra no geoprocessamento um aliado para análise espacial de dados em uma cidade. Inserido neste contexto, o objetivo desta pesquisa foi analisar a adequabilidade das paradas de ônibus das principais linhas realizadas pelo transporte coletivo urbano na área urbana do Município de Santa Maria, RS. As etapas metodológicas: 1) revisão de bibliografia; 2) definição das linhas de ônibus que foram abordadas; 3) registro dos pontos de paradas de ônibus em campo; 4) após ter coletado todos os pontos de paradas de ônibus os mesmos foram importados no software ArcGIS Server Workgroup Standart 9.3; 5) foram elaborados mapas de cada uma das linhas de ônibus, constando o itinerário e suas respectivas paradas de ônibus, como também os mapas temáticos com informações sobre densidade populacional e renda; 6) foi analisada a infraestrutura de cada parada a fim de classifica-las de acordo com a bibliografia. Assim foram registradas as paradas de ônibus das seguintes linhas do transporte coletivo urbano: Tancredo Neves, UFSM-Faixa Velha, Bombeiros-Faixa Velha, Santa Marta, Prado, Cohab Fernando Ferrari Faixa Nova e Faixa Velha, Alto da Boa Vista, 7 de Dezembro, UFSM-Faixa Nova, Tancredo Neves-Campus, Bombeiros-Faixa Nova, Camobi. Desta forma, foram registradas 347 paradas de ônibus e constatou-se que a maioria dos itinerários das linhas de ônibus são no centro e região leste, destacando o maior deslocamento da população em direção a estas regiões por motivos de trabalho e estudos. Foram encontradas em campo cinco tipos de paradas, as quais são: 29 paradas com sinalização e abrigo, 139 com somente abrigo, 24 com abrigo em condições inadequadas, 40 somente com sinalização, e 115 nenhuma identificação. Considerando a bibliografia consultada 232 paradas podem ser classificadas paradas formais, as demais são consideradas paradas informais por não apresentarem nenhum tipo de sinalização. Quanto aos aspectos físicos são classificadas 177 paradas como simples. Apenas 29 paradas podem ser consideradas mais completas, no entanto para serem paradas complexas teriam que apresentar mais equipamentos. Desta forma menos de 1% das paradas apresentam todos os equipamentos. Destaca-se também que as paradas que apresentam menos infraestrutura estão localizadas em áreas da cidade em que o responsável por domicílio recebe até 2 salários mínimos. As paradas com a melhor infraestrutura representam somente 8,35% do total das paradas registradas em campo.

The Tool for Rapid Assessment of City Energy (TRACE) is used for conducting rapid assessments of energy use in cities. It helps prioritize sectors with significant energy savings potential, and identifies appropriate energy efficiency interventions across six sectors-transport, municipal buildings, water and waste water, public lighting, solid waste, and power and heat. It is a simple, low-cost, user-friendly, and practical tool that can be applied in any socioeconomic setting. While this work focuses on the growth poles in Romania, the analysis was limited to the boundary of the center city of Brasov, due to the difficulty of collecting individual indicators for all the constituent localities of a metropolitan area. The report details the analysis carried out and the recommendations derived as a result, for district heating maintenance and upgrade, non-motorized transport, public transport development, parking restraint measures, municipal buildings audit and retrofit, street lighting timing program, and active leakage of water and pressure management.

The main impetus for this report (and for the reports prepared for the other six growth poles) is a request received from the Ministry of Regional Development and Public Administration. The request came within the context of on-going preparations for the 2014-2020 Programming period, with Energy Efficiency being one the major themes of the Europe 2020 strategy, and a critical priority for all EU Member Countries. Within Romania, local authorities that will want to access energy efficiency funds under the 2014-2020 Regional Operational Program will need to first prepare energy efficiency strategies. The TRACE tool is specifically targeted at local authorities, and is a good instrument for drafting such strategies. After the 1989 Revolution, Romania began its transition from a centralized system to a market-based economy. Today the country is a member of the European Union (EU) and NATO. After more than a decade of economic restructuring and political change, the country has taken significant steps toward catching up with the economic performance of more developed EU countries. Although radical reforms brought about significant changes in recent years, the standard of living of Romanians is still behind the EU average. The transition period after the end of the communist regime has led to significant changes in the social and economic life of the residents of Craiova. Some of these developments have positively affected people's life, whereas a few came along with inconveniences and difficulties. During the first years of transition the city attracted people from parts of Dolj County and from elsewhere in Romania. This process led to severe de-population in the rural areas of Dolj County. At the same time, due to economic constraints, some of the urban population of Craiova moved to the wider metropolitan area. Like every other city in the country, municipal buildings in Craiova require proper measures toward improving energy efficiency - particularly in health care and education facilities managed by the city government. A benchmarking of the municipal building stock, along with audit and retrofit measures, should be performed in order to identify the highest energy savings potential and proper intervention measures. As for the water sector, although the system covers the entire city and most of the households in Craiova have water meters, there are high losses in the network. In addition, in order to improve the overall efficiency of the water system, oversized pumps needs to be replaced with smaller, energy-efficient ones. Finally, although selective collection has been implemented in Craiova, there is more that can be done about improving recycling rates.

The Tool for Rapid Assessment of City Energy (TRACE) is used for conducting rapid assessments of energy use in cities. It helps prioritize sectors with significant energy savings potential, and identifies appropriate energy efficiency interventions across six sectors-transport, municipal buildings, water and waste water, public lighting, solid waste, and power and heat. It is a simple, low-cost, user-friendly, and practical tool that can be applied in any socioeconomic setting. This report is based on the implementation of the TRACE tool in Ploiesti in February 2013, and it outlines ideas on what the city could further do to improve its energy efficiency performance. It details the analysis carried out and the recommendations derived as a result, for energy efficiency action plan, district heating maintenance and upgrade, non-motorized transport, public transport development, parking restraint measures, traffic restraint measures, municipal buildings audit and retrofit, and street lighting timing program.

Publicado em "Recent Advances in Engineering Mechanics, Structures and Urban Planning" (ISBN : 978-1-61804-165-4) ; Mathematics and Computers in Science and Engineering Series, 8 (ISSN : 2227-4588), Conventionally, midsized cities in Portugal, as well as in other European countries, are characterized by higher densities of population and households in relation to its surroundings, mainly at the municipality level. On the other hand, the city itself is concentrated in a small urban agglomerate where most of the health, educational, financial and administrative facilities are located, resulting in major traffic generators and central active points of a regional coverage. Land use and mobility planning represents a key issue to achieve a more sustainable urban transportation system. For that, sustainable mobility plans can be considered the first tool towards action. These plans can be formally divided in three phases: the diagnosis of the current situation, the definition of the objectives and concept of intervention in terms of mobility, and the development of proposals for intervention. In order to describe the planning process framework, several proposals were developed in municipal sustainable mobility plans for four different types of urban agglomerates of midsized cities in Northern Portugal, namely in the town of Póvoa de Lanhoso.

El enunciado del ejercicio pide transformar la actual estación término de la línea 1 de metro de Bétera en un nudo intermodal. Además de la parada de metro, la estación albergará la parada de autobuses interurbanos, una parada de taxi y una zona de parada rápida o kiss&ride para coches. Siendo estos usos y la conexión entre los mismos los protagonistas del proyecto. El proyecto requería también un vivero de empresas y un aparcamiento subterráneo, sobre el cual se desarrolla una plaza pública El antiguo edificio de la estación de carácter histórico se conserva, potenciando así la idea de que el pasado y el presente confluyen en la estación testigo del paso del tiempo. Por ello se le da el uso de cafetería. El proyecto debe dar una respuesta urbana, siendo casi una intervención paisajista en la cual se integre el programa. Para ello se establece una serie de condicionantes a tener en cuenta; como son: favorecer la intermodalidad, mejorar la relación con la huerta debido a su cercanía y generar un espacio público de calidad.

[ES] Se propone un único edificio que recoja todo el programa de intermodalidad y que esa intermodalidad esté lo más relacionada entre sí con el aparcamiento y las oficinas. Por tanto, un edificio único que acoge el aparcamiento, andenes de bus, metro y taxi, taquilla, kiosko, baños públicos y oficinas en las plantas superiores. Se propone un edificio donde se pueda dejar el vehículo en altura, buscando la ventilación e iluminacion natural. Se busca dignificar el espacio de aparcamiento, pensando en el coche eléctrico, un vehículo no contaminante con el que cambiaría nuestra percepción sobre ese medio de transporte. Un espacio limpio, sin humos, con vistas, con una relación directa con las oficinas, donde puedes trabajar o viajar a la capital mientras el coche se carga por medio de las placas fotovoltaicas. La búsqueda por ennoblecer algo tan denostado como los aparcamientos, nos lleva a plantear un edificio de gran volumen, puesto que se requieren 150 plazas de aparcamiento. Para entender este volumen como todo uno, y a la vez permitir la ventilación e iluminación naturales, se revisten todas sus fachadas con un sistema de lamas cerámicas. El proponer que oficinas y aparcamiento compartan volumen, requería la inclusión de una zona de tránsito entre los dos. Esta zona, también semiabierta al exterior se llena de luz a través de la cubierta acristalada y esa luz desciende en cascada hasta los andenes, donde unas jardineras con vegetación la recogen y tamizan, dotando a las zonas de espera de una mayor calidad visual. El acceso del autobús y taxi se produce por debajo del edificio, donde carga y descarga a los viajeros en el mismo andén que los del metro. La intermodalidad es inmediata. El acceso al aparcamiento se produce un poco más adelante y mediante un sistema de rampas, los vehículos pueden acceder a las plantas superiores, donde el acceso a las oficinas o núcleos de comunicación es claro e inmediato. El acceso peatonal desde esta zona Norte se produce por medio de unas escaleras muy suaves, en continuidad con los andenes.

El tema del proyecto consiste en una estación intermodal que da servicio a la línea 1 de Metro Valencia y a las líneas de autobuses interurbanos que circulan por Bétera. El proyecto presenta también un programa de oficinas. A estos servicios, se añaden otros anexos como cafetería, quiosco o aparcamiento. La gran variedad de espacios y funciones hace que el proyecto adquiera una cierta complejidad en la que se estudian y analizan las diferentes cualidades y características de cada elemento para que todo el proyecto funcione como un conjunto., El proyecto queda definido en este documento que se estructura en una memoria descriptiva, una memoria constructiva y una memoria de cumplimiento de CTE más los complementos de memoria de cálculo de estructuras y memoria de cálculo de instalaciones.

Al centre del País Valencià i dins de l’àrea metropolitana de València trobem Bétera, estació final de la línia 1 de metro de València. Amb la voluntat de millorar el transport públic, disminuir el privat i dinamitzar una zona estancada, naix la idea del treball final de carrera del Taller 4 mitjançant una estació intermodal on els habitants de Bétera i voltants puguin arribar i anar a la capital còmodament amb transport públic. I, aprofitant una zona amb tant dinamisme, donar cabuda a un viver d’oficines, ben comunicat, que converteixi una estació en una zona agradable per als habitants de Bétera deixant de ser un “no lloc” per ser un dels llocs més agradables de la ciutat.

[ES] El programa a desarrollar incluye las funciones correspondientes a cada uno de los usos que se plantean en la nueva ordenación de la parcela, como son el de nueva estación, un vivero de oficinas, una cafetería y un aparcamiento para el conjunto. Estación de metro: el proyecto de la nueva estación de metro debe asumir la necesidad de duplicar las vías de metro para permitir una mayor frecuencia de paso y los respectivos andenes. También ha de resolver la conexión entre metro, autobús y taxi, así como el espacio de venta con máquinas y taquillas, y el espacio de oficina correspondiente al jefe de estación. También se propone un uso complementario de quiosco de prensa que puede pertenecer o no al espacio de la estación. Vivero de oficinal: El proyecto plantea reservar 1000 m2 para su uso como ofi cinas, con la fi nalidad de generar un vivero de empresas, y sus correspondientes servicios comunes como aseos, salas de reuniones, conferencias, copisterías, instalaciones... Aparcamiento: El nuevo aparcamiento necesario tanto para uso público como apoyo a la línea de metro se estima en 150 plazas, así como motocicletas y un espacio adicional para el estacionamiento de bicicletas. Dichos usos deben aparecer vinculados a la estación para potenciar su uso combinado. Cafetería: Con una superficie aproximada de 150 m2, su uso puede aparecer vinculado a otras funciones como la estación o funcionar independientemente a cualquier del programa anteriormente descrito. Este uso puede potenciar el carácter público y lúdico del espacio resultante de la nueva ordenación.

Developed at the request of the Mexican G20 Presidency for consideration by the Finance Ministers and Central Bank Governors at the G20 Leaders' Summit in Mexico, and jointly prepared with the Asian Development Bank, this policy paper positioned green transport in the context of cities development. Urban transport determines the shape of a city and its ecological footprint. Many cities in low and middle income countries are at a crossroads. Policy decisions taken now, while car use is still relatively low and cities retain a relatively transit friendly, compact urban form, will affect how people will live in their cities for many decades into the future. A new paradigm of urban transport can be part of the solution to reversing the deteriorating situation in some cities of developing countries, and supporting others to embark on a sustainable, low carbon, green growth path: developing a city for people rather than cars, and including public and mass transport as a major component of the modal structure. Implementing such a new paradigm can be truly transformational. This joint World Bank and Asian Development Bank paper lays out six aspects, which are most difficult to align, yet, are critical to ensure the sustainability of urban transport systems, visionary leadership, integrated strategy for land use and urban transport, coordination among agencies, domestic capacity, adequate cost recovery, and private participation in the operation and construction of urban transport systems. The paper proposes a set of new initiatives for G20 leaders' consideration, including the development of an umbrella toolkit to guide policy makers in charge of urban planning to make transport decisions best suited to their local contexts.

Problematika prometne varnosti otrok na poti v šolo in iz nje ter v njeni neposredni okolici je ena izmed pomembnejših tem, ki ji je treba nameniti veliko pozornosti, če želimo, da bi bili otroci čim manj izpostavljeni nevarnim situacijam pri vključevanju v prometni sistem. Diplomska naloga zajema konkretne primere osnovnih šol lociranih ob državni cesti in analizo cestno - infrastrukturnih elementov v njihovi okolici. Podrobno je opisana obstoječa cestna infrastruktura v bližini šol in podani predlogi izboljšav na področju varnega vključevanja osnovnošolskih otrok v cestni prometni sistem. The issue of traffic safety for children on their way to and from school, and in its direct vicinity is one of the most important topics, which should be paid a great deal of attention, if we want to minimize exposure of the children to dangerous situations by the integration to the transport system. The thesis includes concrete examples of primary schools located beside the state road and an analysis of road – infrastructural elements in their surroundings. The existing road infrastructure in the vicinity of schools is described in details and there are provided suggestions how to improve the safe integration of all primary school children in the road transport system.

The introduction of urban rail transit and high performance/quality/capacity bus transit systems throughout the world has dramatically improved the mobility of residents of cities in which they operate. The objectives of this work are: to provide a technical resource for transit planners and designers in developing cities in their public transport capacity and performance analysis work irrespective of mode. This report recommends methods of achieving practical transit capacity during normally encountered operating conditions. Where capacity is influenced by a measure of dispersion of some characteristic such as stop dwell time or vehicle headway, this is also noted. The purpose of measuring capacity is not just to provide a measure of system capability to transport passengers but also to provide some insight into the effect of service and physical design on customer service quality. When the demand for a service exceeds its schedule design capacity, service quality deteriorates either due to overcrowding on vehicles or at station platforms or diminished ability of customers to board the next arriving transport vehicle since it is already fully loaded, increased dwell times and hence decrease revenue speeds. The importance of service quality in transit capacity analysis cannot be overstated. Transit operators should be mindful that the urban transportation marketplace is more competitive. While it might be technically possible to design a service using a loading standard of 7 or 8 passengers per square meter, a number of customers will find that level intolerable and will seek alternate means of travel including walking (in the case of short distance trips), riding with someone else, riding taxis or purchasing a motorcycle or car. Accordingly, such loading standards should be thought of as interim measures until higher capacity at lower crowding can be achieved.

Bus stops represent a key bottleneck that produces significant delays in travel times. In major cities, the width of streets is constrained by sidewalks and buildings. In this context, adding on-street loading areas in series is a valid method to increase bus stop capacity. A tandem bus stop is a linear bus stop with two loading areas on a dedicated bus lane where buses serve depending on the sequence in which they arrive at the stop since overtaking is not allowed. The objective of this paper is to provide an analytical methodology to help city planners to choose between conventional and tandem bus stops. This study focuses on the capacity gain of a tandem bus stop in the case where there are buses waiting in line. Current studies are based on simulation results only for particular cases. The model is applied to Barcelona, Spain, where the dwell time is described by a log-normal distribution according to the available empirical data. The results obtained in this paper indicate that a capacity gain of 30 to 70% can be achieved, which allows for substantial commercial speed increasing. If buses spend more time at the service position and the variability is low, the gain is greater. Our results suggest including in the Transit Capacity and Quality of Service Manual a more detailed description of the behavior of urban tandem bus stops, where the “effective number of berths” concept should be considered a variable (instead of constant) that depends on the dwell time characteristics.

Sanitation services are beneficial for communities at large. They generate strong positive health and environmental benefits to society ('externalities'). Public financing is an important way to stimulate the provision of these services, but there are serious issues with the way public subsidies for sanitation have been delivered up to now. Recent estimates show that the sanitation millennium development goals (MDGs) will simply not be met in a number of countries if 'business-as-usual' continues. The study looks at how such Output-Based Aid (OBA) schemes might be designed by analyzing the sanitation value-chain, and what institutional, financing and risk mitigation measures would be required for each type of OBA scheme. Questions discussed include 'what' outputs should be subsidized and 'who' are the most likely candidates to provide output-based sanitation services.

RESUMEN: En esta tesis se aborda el problema de localización de paradas de trasporte público. Para ello se ha propuesto un modelo de localización de paradas de bus mediante la aplicación secuencial de dos enfoques: un primer enfoque estratégico en el que se localizan las paradas de bus en todo el sistema de transporte público a escala macroscópica y un segundo enfoque táctico a escala microscópica donde, a partir de la solución macroscópica obtenida, se afina la ubicación de paradas en ejes específicos de una ciudad. El Modelo Macroscópico propuesto se basa en un modelo de optimización bi-nivel, compuesto de un nivel superior que minimiza una función de costes totales del sistema (Coste Social) y un nivel inferior en el que se incluye un modelo de partición modal-asignación. Además tiene en cuenta la influencia del tráfico privado, la operativa de la red vial y la congestión en los viales, vehículos de transporte público y paradas de bus. Por su parte, el Modelo Microscópico propuesto se apoya en el modelo previo macroscópico y permite obtener la localización óptima de las paradas de autobús dentro de un corredor urbano atendiendo a maximizar la velocidad comercial del transporte público en dicho eje. La validez y utilidad de los modelos propuestos se han comprobado mediante la aplicación a un caso real: la ciudad de Santander, donde se ha conseguido optimizar el sistema existente consiguiendo una mejora del servicio de transporte público con menos recursos, aumentando la velocidad comercial en un 10% y reduciendo la flota necesaria en un 3%. Además se ha realizado un profundo análisis de sensibilidad, analizando el comportamiento y la relación entre las diferentes variables del problema. ABSTRACT: This thesis deals with the problem of locating stops on public transport systems from two sequentially applied perspectives. The first strategic perspective locates all the bus stops throughout the public transport system at a macroscopic scale and the second tactical perspective uses the macroscopic solution obtained beforehand to finely adjust the location of stops on a microscopic scale at specific points throughout the city. The proposed Macroscopic Model is based on a bi-level optimization model made up of an upper level minimizing a function of the overall system costs (Social Cost) and a lower level which includes a modal split assignment model. The model also takes into account the influence of bus stop location, private traffic, road operation and transit vehicle congestion. In turn, the proposed Microscopic Model is supported by the previous macroscopic model and allows the optimal location for bus stops to be found along an urban corridor whilst trying to maximise the commercial speed of the transit vehicles along this axis. The validity and usefulness of the proposed models have been checked with their application to a real case: the city of Santander, where the existing system has been optimised by improving the public transport service using fewer resources, increasing the commercial speed by 10% and reducing the fleet needed to do it by 3%. An in-depth sensitivity analysis has also been performed, analysing the behaviour and the relationship between the different variables of the problem. Mi agradecimiento al CEDEX del Ministerio de Fomento y al Ministerio de Educación y Ciencia por la financiación de los proyectos TRA2006-14663/MODAL y PT-2006-027-06IAPP los cuales han posibilitado la realización de esta tesis.

This report provides a gender review of a decade and a half of World Bank infrastructure lending for 1,246 projects. The objective of this review is to assess the status of and trends in gender integration in the World Bank infrastructure portfolio, and to establish a baseline for monitoring and enhancing gender integration in line with commitments made for the 2006 gender action plan. The portfolio review reveals important progress on gender integration in infrastructure operations. While an average of 14 percent of infrastructure projects in 1995 applied some attention to gender concerns in 1995, this climbed to 36 percent by 2009. The global average, moreover, hides large strides made over time in four regions. In 2009, East Asia and the Pacific, Middle East and North Africa, South Asia, and Africa all included gender concerns in the design of at least 50 percent of their infrastructure projects. Hard work remains in consolidating and extending the gains in gender coverage across the infrastructure portfolio. This will require stronger management commitment, concerted efforts, a plan with targets to achieve sustainable results, resources, specialist staffing, and capacity enhancement of staff. The portfolio review repeatedly found that supporting gender equality and women's empowerment in infrastructure operations have large benefits for the communities; the actions not only increased women's opportunities but also enhanced project effectiveness, efficiency, and sustainability.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Sosyal Bilimler Enstitüsü, 2010, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Social Sciences, 2010, Tezin ele alınış amacı, İstanbul şehir içi belediye otobüslerinin iç mekân tasarımının küresel ve yerel kriterleri karşılayıp karşılamadığının tespit edilmesidir. Bu amaçla, ulusal mevzuat kapsamındaki kriterler saptanmış, mevzuat hâricinde gerekli görülen kriterler ise literatür taraması ile derlenmiştir. Tüm bu kriterler doğrultusunda her tip belediye otobüsü içinde analizler yapılmış, elde edilen veriler değerlendirilmiştir. Bu çalışmalara ek olarak, her tip otobüste seyir hâlinde anket doldurulmuş, böylece yolcuların iç mekân uygulamalarına dair memnûniyetleri saptanmıştır. Ulaşılan tüm verilerin ışığında; daha yüksek düzeyde erişilebilirlik ve daha fazla yolcu memnûniyeti sağlayacak iç mekân tasarımına yönelik öneriler, çalışmanın sonuna eklenmiştir., The aim of the thesis is to determine if the interior design of Istanbul city buses fulfill regional and global design criteria. For that purpose, national regulations concerning the bus journey are determined initially. In case they don?t include all the required aspects, new design criteria are generated through literature survey. Therefore studies performed inside all type of buses to check their compatibilities to national legislation and global design criteria. As secondary study method, a satisfaction survey is filled by passengers on a bus travel. All findings and suggestions to provide better accessibility and better passenger satisfaction are presented at the last chapter of the work., Yüksek Lisans, M.Sc.

Travel time information is a vital component of many intelligent transportation systems (ITS) applications. In recent years, the number of vehicles in India has increased tremendously, leading to severe traffic congestion and pollution in urban areas, particularly during peak periods. A desirable strategy to deal with such issues is to shift more people from personal vehicles to public transport by providing better service (comfort, convenience and so on). In this context, advanced public transportation systems (APTS) are one of the most important ITS applications, which can significantly improve the traffic situation in India. One such application will be to provide accurate information about bus arrivals to passengers, leading to reduced waiting times at bus stops. This needs a real-time data collection technique, a quick and reliable prediction technique to calculate the expected travel time based on real-time data and informing the passengers regarding the same. The scope of this study is to use global positioning system data collected from public transportation buses plying on urban roadways in the city of Chennai, India, to predict travel times under heterogeneous traffic conditions using an algorithm based on the Kalman filtering technique. The performance of the proposed algorithm is found to be promising and expected to be valuable in the development of APTS in India. The work presented here is one of the first attempts at real-time short-term prediction of travel time for ITS applications in Indian traffic conditions. � The Institution of Engineering and Technology 2008.

In this work is carried out an evaluation of urban public transportation system in Maringá, focusing wheelchair?s insertion in conventional public transportation. The definition of wheelchairs as a group of study is based on the greater difficult on moving themselves, since they depend on good conditions of the urban environment to move around with their chairs. The methodology is based on accessibility standards and evaluates bus stops, inside vehicles layout and the equipment designed to board and de-board. The results show that the bus stops have bad infrastructure as much as they are far from the central area; few sidewalks ramps and the amount of interferences are the greater impedance factors. The equipments to board and de-board, in this case vehicular lifts platform, had great as concept, attending the standards of NBR 14022/2006. About the inside vehicles layout the evaluation shows that, although there is vehicular lift platform, they are in disagreement with the standards, mainly about the space for placing the wheelchair, the space to maneuvering and the mechanism to lock the wheelchair, bringing regular as a concept. No presente trabalho é realizada uma avaliação do sistema de transporte público urbano de Maringá, enfocando a inserção de pessoas com cadeira de rodas no serviço de transporte público convencional. A definição dos cadeirantes para grupo de estudo está baseada na maior dificuldade de locomoção que essas pessoas enfrentam, pois dependem de boas condições do meio urbano para conseguirem se deslocar com suas cadeiras. A metodologia, baseada nas normas de acessibilidade, avalia os pontos de parada, o interior dos veículos e a transposição da fronteira, ou seja, os movimentos de embarque e desembarque. Os resultados apontam que a medida que os pontos de paradas se afastam da região central pioram as condições de infra-estrutura, sendo guias rebaixadas e obstruções os fatores de impedância mais críticos. Os dispositivos de transposição de fronteira, no caso as plataformas elevatórias veiculares, obtiveram conceito ótimo, atendendo de forma satisfatória as recomendações da NBR 14022/2006. Com relação ao interior dos veículos, a avaliação permite inferir que, apesar de existir plataforma elevatória veicular, o leiaute interno encontra-se em desacordo com as recomendações, principalmente no espaço para colocação da cadeira, na área de manobra e no dispositivo de fixação da cadeira, tendo como conseqüência o conceito regular. xiv, 83 f

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2007, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2007, Bu çalışmada, İzmit toplu taşımacılık sistemi içinde hizmet veren otobüs hatlarının yapısı incelenmiş ve otobüs durak yerleri ile ilgili değerlendirme yapılmıştır. Çalışma süreci iki aşamadan oluşturulmuştur. Birinci aşamada kütüphane çalışması yapılarak konuyla ilgili kitap, makale ve tezler incelenmiştir. Belediye ve Valilik tarafından yaptırılmış olan rapor ve projeler incelenerek yerel ve merkezi yönetimlerin konuyla ilgili görüş ve kararları hakkında bilgi toplanmıştır. Türk Standartları Enstitüsü’nün belirlediği standartlar ve yurtdışındaki uygulamalarla ilgili bilgiler internet ortamından sağlanmıştır. Çalışmanın ikinci aşamasında doğrudan alanda tespitler yapılmıştır. Çalışma alanı olarak tanımlanmış olan İzmit Kent Merkezi ve D-100 karayolu üzerinde, durak yerleri gruplandırılmış, belediyede çalışan kişilerle doğrudan yapılan görüşmelerde ve alan incelemelerinde belirlenen özel koşullar, her durak grubunun yeterli ve yetersiz yönleri tablolara aktarılmıştır. Tablolarda elde edilen sonuçlar daha sonra irdelemelerde kullanılmıştır. Çalışma toplam 8 bölümden oluşmaktadır., In this study, structure of the bus route of İzmit mass transportation has been analysed and evaluation has been done about bus stops. This study has two phases. In the first phase, documents from books, articles and thesis have been analysed. Report and projects which have been done for municipality and government have been checked, data collected about vision and decisions of local and central management. Data standards specified by Turkish Standards Institution and applications in overseas have been downloaded from internet. In the second phase, field study has been done. In İzmit Central City and D-100 Motorway, defined as study field, bus stops have been grouped, according to discussions with members of municipality and field study, established special conditions and every bus stop groups sufficient and insufficient points have been prepared as charts. Results from the charts have been used for next investigations. This study is totally 8 chapters., Yüksek Lisans, M.Sc.

From the safety point of view, the bus stop is perhaps the most important part of the Bus Public Transport System, as it represents the point where bus passengers may interact directly with other road users and create conflicting situations leading to traffic accidents. For example, travellers could be struck walking to/from or boarding/alighting a bus. At these locations, passengers become pedestrians and at some stage crossing busy arterial roads at the bus stop in areas or at objects of main attraction usually outside of pedestrian designated facilities such as signal controlled intersections, zebra and pelican crossings. Pedestrian exposure to risk or risk-taking occurs when people want to cross the road in front of the stopped bus, at the rear of the bus or between the buses, particularly where bus stops are located on two-way roads (i.e. within the mid-block of the road with side streets, at non-signalised cross-section). However, it is necessary to have a better understanding of the pedestrian road-crossing risk exposure (pedestrian crossing distraction, obscurity and behaviour) within bus stop zones so that it can be incorporated into new design, bus stop placement, and evaluation of traffic management schemes where bus stop locations will play an increasingly important role. A full range of possible incidental interactions are presented in a tabular model that looks at the most common interacting traffic movements within bus stop zones. The thesis focused on pedestrian safety, discusses theoretical foundations of bus stops, and determines the types of accident risks between bus travellers as pedestrians and motor vehicles within the zones of the bus stop. Thus, the objectives of this thesis can be summarized as follows: (I) - Classification of bus stops, particularly according to objects of main attraction (pedestrian-generating activities); (II) - Analysis of traffic movement and interactions as an accident/risk exposure in the zone of bus stops with respect to that structure; (III) - Categorizing traffic accident in the vicinity of bus stops, and to analyse the interactions (interacting movements) that occur within bus stop zones in order to discover the nature of problems; (IV) - Formulation of tabular (pedestrian traffic accident prediction) models/forms (based on traffic interactions that creating and causing possibilities of accident conflict) for practical statistical methods of those accidents related to bus stop, and; (V) - Safety aspects related to the micro-location of bus stops to assist in the micro-location design, operations of bus stop safety facilities and safer pedestrian crossing for access between the bus stop and nearby objects of attraction. The scope of this thesis focuses on the theoretical foundation of bus stop microâ??location in areas of main attractions or at objects of main attraction, and traffic accident risk types as they occur between travellers as pedestrians and vehicle flow in the zone of the bus stop. The knowledge of possible interactions leads to the identification of potential conflict situations between motor vehicles and pedestrians. The problems discussed for each given conflict situation, has a great potential in increasing the knowledge needed to prevent accidents and minimise any pedestrian-vehicle conflict in this area and to aid in the development and planning of safer bus stops. PhD Doctorate

The number and type of bus stops provided on a road significantly influence the flow characteristics of traffic on the road. The study of the influence of bus stops on traffic flow under homogeneous traffic conditions has been attempted by several researchers. However, studies on the influence of bus stops on traffic flow under heterogeneous traffic conditions, are found to be absent. This paper is concerned with the study of heterogeneous traffic flow characteristics using a simulation technique with specific reference to the influence of bus stops on the traffic flow. First, an overview of the microscopic traffic-flow simulation model used to study the flow characteristics of nonlane-based heterogeneous traffic on urban road links is given. Then, the validation of the model based on field observed data is described. Finally, the application of the model to study the impact of curbside bus stops and bus bays on the speeds of other vehicles in heterogeneous traffic streams is dealt with. The effects of variation of the basic parameters, such as bus dwell time, road width, and traffic flow level, are examined for both curbside and bus bay type of stops. The usefulness of the model in fixing the traffic flow levels for replacing curbside stops with bus bays, as example, has also been highlighted. Journal of Transportation Engineering ? ASCE.

Thesis (Master)--Izmir Institute of Technology, Industrial Design, Izmir, 2001, Includes bibliographical references (leaves: 118-120), Text in English; Abstract: Turkish and English, ix, 152 leaves, People, in the effort to design the public spaces, began to constitute the elements that meet their simple demands in these spaces and so the first samples of street furniture began to form and increased in number.Street furniture are systems that consist of products such as street lamps signs, phone booths, seating, bus stops, which meet the user demands such as comfort, information, recreation and that are used commonly, located in urban spaces by institutions, and that help to form a healthy environment. In the beginning, they were produced one by one, but later mass production method began to be used according to the changing requirements. Today, the production and location of these industrialized elements carry importance with the design and location selection criteria.So, the aim of this thesis, is to study the general design criteria about street furniture, that have importance in urban space and in special to study the criteria of elements used in bus stops which have an important place in the city with their location, classification, dimension and form.As a result, design of a bus stop was realized in accordance with today's requirements and technologies and the design process and criteria were tried to be explained.