Auslandsbanken auf den aufstrebenden Märkten Südostasiens und der Russischen Föderation: Zwischenbilanz und Implikationen im Hinblick auf eine neue Weltfinanzarchitektur

Zum Gegenstand der Untersuchung gehören einerseits das Engagement von Auslandsbanken auf den aufstrebenden Märkten Südostasiens und der Russischen Föderation und andererseits sowohl die diesbezügliche als auch allgemeine Wirtschaftspolitik der Nationalregierungen derselben aufstrebenden Märkte, und zwar aus einer langfristigen Perspektive, mit der anschließenden Weichenstellung für eine neue Weltfinanzarchitektu

ASSESSMENT OF TRANSPORTATION GHG MITGATING SOLUTIONS

The passenger transportation sector is notoriously difficult to decarbonize. In this thesis, two distinct and novel methodologies to estimate the environmental impact of alternative and conventional transportation technologies are developed. In Chapter 2, a provincial fleet policy-driven linear programming model is developed to minimize the cost of three passenger vehicle electrification policies in Ontario under a 30% GHG reduction target by 2030. Provincial life-cycle emissions and total-cost-of-ownership associated with policy allocation is estimated. The results highlight that electrification of on-road passenger transportation will not be sufficient to meet the 30% reduction target despite Ontario's low-carbon electricity grid. Instead, reductions of between 24% to 26% are forecasted at an annual cost (for ten years) of between CAD 0.29 to 0.3 billion annually indicating that additional policies are necessary to realize a 30% reduction target. In Chapter 3, a trip-level vehicle framework is developed to determine under what operating conditions transit buses and passenger cars will be environmentally beneficial across the dimensions of technology, service mode, and power source pathway. The well-to-wheel energy consumption and GHG emissions are simulated for over 450 operating scenarios. Emissions are then normalized through passenger-trip emission thresholds to facilitate equivalent comparison across all dimensions. The results indicate that the most beneficial solution are fuel-cell electric car-share, battery electric car-share, and battery electric bus all powered by low-carbon intensity power sources at average occupancy (7.9-19.7 gCO2e passenger-service-mode-trip-km-travelled-1). Furthermore, transit bus technologies have the potential to reduce up to 2.3 times more GHG per passenger-trip than comparable ride-share passenger cars at average occupancies. The results of Chapter 2 and 3 highlight that technology alone may not be sufficient to achieve significant GHG reductions; policy which leverage local operating data and target GHG reduction associated with passenger-trips are critical to informing under what conditions a mobility solution is environmentally beneficial.ThesisMaster of Civil Engineering (MCE)There is a dire need to evaluate the effectiveness of transportation GHG mitigation policies as alternative mobility solutions are being adopted and the pressure to respond to climate change intensifies. This work evaluates the effectiveness of policy optimization and vehicle-level simulation techniques to inform GHG mitigation decision-making. A two-step approach is adopted herein. At the strategic level, a cost optimization model for passenger vehicle electrification policies in Ontario is calibrated to identify the optimal allocation of provincial policy to achieve a 30% GHG reduction by 2030. Next, a micro level focuses on the energy consumption of eight vehicle technologies over 450 operational scenarios is simulated and trip-level passenger emissions are estimated to reveal the environmentally beneficial mobility option, corresponding passenger thresholds, and extent of variability associated with local operating conditions. Overall, optimization and trip-level vehicle simulation can be used to demystify optimal decision-making related to mobility solutions

The Negative Impact of Parking Lots on Walkability

Parking lots are surprisingly understudied in walkability research. Using an audit, this article examines how parking lots impact walkability at care destinations in Hamilton, Ontario. Parking lots are found to negatively - and substantially - impact walkability; their objective walkability score is half that of other road segments and 3.5 times lower than pedestrian and bicycle streets. Correlation analysis suggests low scores are related to parking lot’s frequent absence of walkable features, such as pedestrian facilities and traffic control elements. Removing parking lots would increase urban walkability. When this is not feasible, incorporating design elements can improve parking lot walkability

Vorträge zum 4. Darmstädter Geotechnik-Kolloquium am 13. März 1997

Mit dem Mitteilungsheft Nr. 37 publizieren das Institut und die Versuchsanstalt für Geotechnik der Technischen Hochschule Darmstadt die Beiträge zum 4. Darmstädter Geo- technik-Kolloquium mit den folgenden Themenschwerpunkten: - Internationale Projekte/Projekterfahrungen - Möglichkeiten und Grenzen der Kombinierten Pfahl-Plattengründung (KPP) - Rechtsfragen in der Geotechni

Reuniting Accessibility Measures with Spatial Interaction Principles

Transportation systems play a fundamental role in facilitating access between people and opportunities across place. Place-based accessibility can be defined as the potential of opportunities for spatial interaction. For decades, transportation planning research and practice have relied on mobility-based metrics, such as kilometers traveled, emissions released, or vehicle counts, measures that reflect realised movement. In contrast, accessibility focuses on potential movement, such as the number of opportunities that can be reached within given constraints. Although there has been growing interest in shifting from mobility-based methods to access-focused planning approaches, a few barriers remain. One significant issue is methodological, namely, the lack of clarity in how accessibility values are interpreted. There are several approaches to match values with meaning, but this dissertation proposes a preceding step: clarifying the units of accessibility by introducing proportionality constants derived from spatial interaction principles. In response, this monographic-style dissertation is organized into six chapters. In the first chapter, a review of how accessibility literature largely diverged from the spatial interaction literature is detailed. This lays the foundation for how the addition of proportionality constants that return the units to the measure and balance them to reflect known constraints in the system may be useful. In the second chapter, using a synthetic example, the total constrained accessibility measure is introduced. This measure is formally proportional to unconstrained accessibility (i.e., Hansen-type accessibility measure commonly used in literature) but with results consistently expressed in units of accessible opportunities or units of accessible population. Then, using the same synthetic example, the single constrained accessibility measure is introduced. This measure considers competition for opportunities and could be understood as related to the popular measures of competitive accessibility. Multimodal extensions as well as the expression of these measure in terms of ‘market potential'--the accessible population at a zone--is also introduced. In the third chapter, motivation, data and methods of an empirical example of the parkland area and population in the City of Toronto are detailed. All members of the family of accessibility measures introduced in this work are compared and contrasted in the subsequent chapters using this empirical example. In the fourth chapter, a unimodal (walking only) case considering a binary impedance function and all population is presented, where the accessible parkland area and accessible population in Toronto is quantified. Differences in the unconstrained (i.e., conventional method) and constrained measures are detailed. Fifth, a multimodal case of accessible parkland area and accessible population is detailed, considering walking, cycling, transit, and car modes. Similarly, differences in the unconstrained and constrained measures are detailed. In the sixth and final chapter, a summary of key points across all chapters is provided along with a thorough discussion on how constrained accessibility improves communicability and details on future lines of potential investigation.ThesisDoctor of Philosophy (PhD)A goal of transportation systems is connecting people with opportunities--such as jobs, essential services and community. However, traditional transportation planning practice has largely emphasized mobility, focusing on metrics like distance traveled or travel time, rather than accessibility (the number of opportunities people can reach). Although researchers have long advocated for a shift from mobility-based approaches to accessibility-focused ones, this transition has yet to be fully realized due to several persistent challenges. A quiet barrier is methodological: the absence of consistent and tangible units for measuring accessibility. This thesis seeks to address this barrier by examining how accessibility methods relate to conventional mobility-based techniques, and by exploring how constraints--adapted from spatial interaction models--can be used to return meaningful units to accessibility values and their analysis. This is done by reviewing the related spatial interaction modeling and accessibility literature, outlining a family of 'constrained' accessibility measures, and detailing an empirical example of accessible parkland area and population in the City of Toronto across all measures

TTS2016R: A data set to study population and employment patterns from the 2016 Transportation Tomorrow Survey in the Greater Golden Horseshoe area, Ontario, Canada

This paper describes and visualises the data contained within the {TTS2016R} data package created in R, the statistical computing and graphics language. {TTS2016R} contains home-to-work commute information for the Greater Golden Horseshoe area in Canada retrieved from the 2016 Transportation Tomorrow Survey (TTS). Included are all Traffic Analysis Zones (TAZ), the number of people who are employed full-time per TAZ, the number of jobs per TAZ, the count of origin destination (OD) pairs and trips by mode per origin TAZ, calculated car travel time from TAZ OD centroid pairs and associated spatial boundaries to link TAZ to the Canadian Census. To illustrate how this information can be analysed to understand patterns in commuting, we estimate a distance-decay curve (i.e. impedance function) for the region. {TTS2016R} is a growing open data product built on R infrastructure that allows for the immediate access of home-to-work commuting data alongside complimentary objects from different sources. The package will continue expanding with additions by the authors and the community at-large by requests in the future. {TTS2016R} can be freely explored and downloaded in the associated Github repository where the documentation and code involved in data creation, manipulation and all open data products are detailed. </jats:p

Occupancy and GHG emissions: thresholds for disruptive transportation modes and emerging technologies

This paper estimates the environmental impact of alternative and conventional transportation technologies across the dimensions of service mode and power source pathway. We simulate the Well-to-Wheel energy consumption and GHG emissions of eight transit buses and passenger car powertrains. Vehicles are simulated under three generalized North American operating contexts (450 operating scenarios) using Autonomie and the GREET database. All technologies are normalized by passenger-service-mode-trip-km-travelled GHG emissions to facilitate equivalent comparison. The results indicate that all simulated mobility solutions carry a large variability; however, the most environmentally competitive solutions are fuel cell electric car-share, battery electric car-share, and battery-electric bus, all powered by low-carbon intensity power sources at average occupancy (0.23–19.7 g CO2e passenger-service-mode-trip-km-travelled-1). Furthermore, transit bus technologies have the potential to reduce up to 2.3 times more GHG per passenger-trip than comparable ride-share technologies. Overall, this paper defines occupancy GHG emission thresholds for mobility solutions to inform environmental decision-making processes

Exploring mobility of care with measures of accessibility

Accessibility, the ease of interacting with potential opportunities, is an increasingly important tool among transport planners aiming to foster equitable and sustainable cities. However, in accessibility research there is a historical focus on employment destinations that is shaped by a masculinist transportation planning tradition. This paper aims to counter this gendered bias by connecting the Mobility of Care framework, a gender-aware transport planning conceptualisation to an empirical accessibility analysis of care destinations in the City of Hamilton, Canada. Care destinations are all the places one must visit to sustain household needs such shopping, errands, and caring for others. This paper considers access to care across different modes of transport at two travel time thresholds (trips shorter than 15-min and 30-min) using a curated care destination dataset. The accessibility methods used includes the cumulative opportunities measure and a competitive and singly-constrained accessibility measure (spatial availability) for different modes. Overall, results indicate that accessibility by car is exceptionally high across the city, while access by public transit, cycling and foot is relatively low with some exceptions in the inner city. Notably, there are distinctions between both methods: cumulative opportunities illustrates a more optimistic potential interaction landscape for non-car modes, while the spatial availability measure demonstrates a theoretically more realistic spatial distribution of care destination availability of potential interaction. Neighbourhoods with both low spatial availability to care and a high proportion of low-income households are also identified and discussed as areas in need of intervention. The manuscript and analysis is computationally reproducible and openly available. The presented analysis demonstrates methods planners can use to apply a gender-aware lens to accessibility analysis. Further, results can inform policies aiming to encourage sustainable mobility

Electric Mobility Emission Reduction Policies: A Multi-Objective Optimization Assessment Approach

The passenger transportation sector is notoriously sticky to decarbonize because it is interlinked with urban form, individual choice, and economic growth. As the urgency to respond to climate change increases and the transport sector disproportionally increases its contributions to global GHG emissions, there is a need for a more meaningful and transparent application of tools to cost GHG emission reduction. This study presents a multi-objective integer optimization (MIO) model to support the costing and GHG reduction estimation of electric mobility road passenger transportation policies. The model considers both cost and GHG emission minimization under resource constraints and background changes in policy interventions within interval ranges for the province of Ontario&rsquo;s (Canada) in year 2030. All Pareto optimal solutions are included but results that indicate the optimal policy allocation for two discrete targets are discussed in detail; one scenario where $3 billion spending over ten years is the target and another scenario where the target is 40% GHG reduction in year 2030 (relative to 2005 levels). The MIO approach offers an out-of-the-box solution to support the GHG-reducing decision-making process at all levels of government by implementing optimal policy combinations to achieve GHG emission reductions under a target GHG emission reduction target and/or budget