Suchergebnisse

Controlling of public transport is a newly developed term just in connection with the IDS development. It is and it will be a direct support of the functioning transport system in the region, namely the support of interconnections of individual lines and services of individual transport operators. Transport technologists who have introduced this term, however, use it to cover all what is connected with the development of public transport in regions. This means a plan of the lines, awarding of contracts to transport operators, creation, monitoring of JŘ adherence, payments in the public transport, monitoring of provable losses, etc., but also the planning and the development of transport routes, transport terminals and interchange junctions. This very general term is not suitable from the viewpoint of creation of information and telematic support. This has already been highlighted by the solvers of the project entitled "Plans of ITS development in the link to the performance of state administration and local government", and therefore they have proposed a necessity of division of this term from the viewpoint of the existing, but especially the future organisation levels in the field of planning, actual organisation and control of public transport in regions. This is given by the presupposed model of activities of a coordinator of public transport.

The pricing of public transport may range from charging the full price to supplying it for free. The present situation in most European countries is between the two extremes implying a partial cost recovery. In this paper we will explore both extremes on the axis of cost recovery: free public transport, and public transport without subsidies. We start with a discussion of free public transport, and give a short survey of the intentions governments may have with its introduction. After this short survey we discuss in more detail the experiences with free public transport in four real world cases, two from Belgium and two from the Netherlands: the city of Hasselt, the Brussels region (for students), the Leiden-The Hague bus corridor, and free public transport for students in The Netherlands. Then we discuss the other extreme: public transport without subsidies. We start with a short overview of the financial performance of the Dutch public transport systems and an analysis of the impacts of measures to improve the benefit-cost ratios. Then the effects of subsidy suspension in the Netherlands are estimated by developing two scenarios that describe opposite extremes in the hypothetical situation that no subsidies are granted to public transport operators and comparing the outcomes with a reference scenario where continuation of subsidies is assumed. The paper concludes with a discussion of the merits and problems of both pricing policies: free public transport and public transport without subsidies.

This textbook provides a comprehensive step-by-step guide for new public transport modelers. It includes an introduction to mathematical modeling, continuous and discrete optimization, numerical optimization, computational complexity analysis, metaheuristics, and multi-objective optimization. These tools help engineers and modelers to use better existing public transport models and also develop new models that can address future challenges. By reading this book, the reader will gain the ability to translate a future problem description into a mathematical model and solve it using an appropriate solution method. The textbook provides the knowledge needed to develop highly accurate mathematical models that can serve as decision support tools at the strategic, tactical, and operational planning levels of public transport services. Its detailed description of exact optimization methods, metaheuristics, bi-level, and multi-objective optimization approaches together with the detailed description of implementing these approaches in classic public transport problems with the use of open source tools is unique and will be highly useful to students and transport professionals.

Assesses the influence of policy networks on political change and formation of public policies; based on research concerning the level of importance given to environmental concerns in policies governing tourism, transport, and agriculture, in Switzerland as a whole and in the canton of Valais. Summaries in English and German.

Within 3 years from the publication of the Law of 11 February 2005 'for equal rights and opportunities, participation and citizenship of persons with disabilities', the authorities responsible for organising public transport within the meaning of Law LOTI No 82-1153 and STIF are obliged to draw up a master plan for the accessibility of public transport services for which they are responsible. If transport master plans are drawn up at departmental or regional level, there are still few master plans drawn up by the urban transport authorities. They do not specifically address accessibility for persons with disabilities or persons with reduced mobility. However, some urban transport plans have been able to incorporate and plan measures to improve the accessibility of their collective transport networks. For the purpose of capitalising on and disseminating experience, CERTU has looked for agglomerations which have developed a master accessibility plan for their transport network or carried out similar planning/programming. Four cases were analysed. This report presents this analysis of the cases — Clermont-Ferrand, Grenoble, La Rochelle and Mâcon — in order to shed light on the methods used for the progressive accessibility of public transport services and to highlight the strengths and difficulties encountered. ; Dans le délai de 3 ans à compter de la publication de la loi du 11 février 2005 « pour l'égalité des droits et des chances, la participation et la citoyenneté des personnes handicapées », les autorités compétentes pour l'organisation des transports publics au sens de la loi LOTI n° 82-1153 et le STIF, ont l'obligation d'établir un schéma directeur d'accessibilité des services de transport public dont ils sont responsables.Si des schémas directeurs de transport sont établis aux niveaux départemental ou régional, on connaît encore peu de schémas directeurs établis par les autorités organisatrices de transports urbains. Et surtou tils n'abordent pas particulièrement l'accessibilité aux personnes handicapées ...

Résumé En quelques années, la pratique des réseaux sociaux en ligne s'est installée comme un des principaux usages de l'Internet. Si de nombreux éléments peuvent expliquer cette soudaine réussite, cet article insiste sur la manière dont ils articulent et recomposent la sociabilité des individus en profitant de leurs nouvelles pratiques d'exposition de soi. Deux formes différentes de réseaux sociaux doivent en effet être distinguées selon qu'ils s'articulent autour d'un échange conversationnel entre proches ou qu'ils permettent le partage de contenus entre personnes ayant les mêmes centres d'intérêt. Cependant, l'un des principaux ressorts de la réussite des réseaux sociaux tient à l'entrelacement, limité, contrôlé et inégalement réalisé, de ces deux types d'usage, permettant aux usagers de mélanger liens forts et liens faibles, conversation et partage de contenus, identité contextuelle et identité stratégique.