Strategie di elaborazione di tracciati GPS per reti veicolari

Il proliferare di dispositivi di elaborazione e comunicazione mobili (telefoni cellulari, computer portatili, PDA, wearable devices, personal digital assistant) sta guidando un cambiamento rivoluzionario nella nostra società dell'informazione. Si sta migrando dall'era dei Personal Computer all'era dell'Ubiquitous Computing, in cui un utente utilizza, parallelamente, svariati dispositivi elettronici attraverso cui può accedere a tutte le informazioni, ovunque e quantunque queste gli si rivelino necessarie. In questo scenario, anche le mappe digitali stanno diventando sempre più parte delle nostre attività quotidiane; esse trasmettono informazioni vitali per una pletora di applicazioni che acquistano maggior valore grazie alla localizzazione, come Yelp, Flickr, Facebook, Google Maps o semplicemente le ricerche web geo-localizzate. Gli utenti di PDA e Smartphone dipendono sempre più dai GPS e dai Location Based Services (LBS) per la navigazione, sia automobilistica che a piedi. Gli stessi servizi di mappe stanno inoltre evolvendo la loro natura da uni-direzionale a bi-direzionale; la topologia stradale è arricchita da informazioni dinamiche, come traffico in tempo reale e contenuti creati dagli utenti. Le mappe digitali aggiornabili dinamicamente sono sul punto di diventare un saldo trampolino di lancio per i sistemi mobili ad alta dinamicità ed interattività, che poggiando su poche informazioni fornite dagli utenti, porteranno una moltitudine di applicazioni innovative ad un'enorme base di consumatori. I futuri sistemi di navigazione per esempio, potranno utilizzare informazioni estese su semafori, presenza di stop ed informazioni sul traffico per effettuare una ottimizzazione del percorso che valuti simultaneamente fattori come l'impronta al carbonio rilasciata, il tempo di viaggio effettivamente necessario e l'impatto della scelta sul traffico locale. In questo progetto si mostra come i dati GPS raccolti da dispositivi fissi e mobili possano essere usati per estendere le mappe digitali con la locazione dei segnali di stop, dei semafori e delle relative temporizzazioni. Queste informazioni sono infatti oggi rare e locali ad ogni singola municipalità, il che ne rende praticamente impossibile il pieno reperimento. Si presenta quindi un algoritmo che estrae utili informazioni topologiche da agglomerati di tracciati gps, mostrando inoltre che anche un esiguo numero di veicoli equipaggiati con la strumentazione necessaria sono sufficienti per abilitare l'estensione delle mappe digitali con nuovi attributi. Infine, si mostrerà come l'algoritmo sia in grado di lavorare anche con dati mancanti, ottenendo ottimi risultati e mostrandosi flessibile ed adatto all'integrazione in sistemi reali.

La città di Bologna e la sua storia: diffusione e condivisione delle conoscenze attraverso Webgis open source e Web Mapping

To understand a city and its urban structure it is necessary to study its history. This is feasible through GIS (Geographical Information Systems) and its by-products on the web. Starting from a cartographic view they allow an initial understanding of, and a comparison between, present and past data together with an easy and intuitive access to database information. The research done led to the creation of a GIS for the city of Bologna. It is based on varied data such as historical map, vector and alphanumeric historical data, etc.. After providing information about GIS we thought of spreading and sharing the collected data on the Web after studying two solutions available on the market: Web Mapping and WebGIS. In this study we discuss the stages, beginning with the development of Historical GIS of Bologna, which led to the making of a WebGIS Open Source (MapServer and Chameleon) and the Web Mapping services (Google Earth, Google Maps and OpenLayers).

Sviluppo di un'applicazione Android per l'accessibilità urbana degli edifici e della città

Il documento di tesi è composto da tre capitoli, che in successione analizzano gli aspetti teorici del progetto fino ad arrivare all’implementazione vera e propria dell’applicazione. Nel primo capitolo vediamo definito il tema dell’accessibilità accennando alle normative presenti in Italia e all’estero sull’argomento. Successivamente viene spiegato il concetto di Smart City e le tecniche che vengono utilizzate allo scopo di migliorare la qualità di vita nelle città. Vengono introdotti i concetti di crowdsourcing e participatory sensing, ideologie alla base delle Smart City. Al termine del capitolo viene introdotto uno studio sul grado di accessibilità degli smartphone presenti oggi sul mercato, analizzando anche le tecnologie assistive disponibili per questi dispositivi. Nel secondo capitolo si descrivono le tecnologie e i servizi utilizzati durante la creazione del progetto. In particolare viene presentato Android ed il suo funzionamento, essendo quest’ultimo il sistema operativo per cui è stata sviluppata l’applicazione. In seguito troviamo una breve analisi di tutti i servizi impiegati nel progetto: Foursquare, Fusion Table e Google Maps. Infine vengono descritte le tecnologie intermedie utilizzate per far comunicare fra loro gli strumenti spiegati in precedenza. Nel terzo capitolo viene presentata in modo dettagliato l’implementazione del progetto. Inizialmente vengono definite le classi principali create per progettare le funzionalità di base del software e per interagire con i servizi scelti. Successivamente viene descritto il funzionamento e l’aspetto dell’applicazione sviluppata insieme a degli screenshot, che permetteranno al lettore di avere un riferimento visivo di ciò che è stato esposto nel corso della tesi.

Un servizio di route planning per scenari di mobilità elettrica

Nelle smart cities moderne, la mobilità di veicoli elettrici (EV) è considerata un fattore determinante nella riduzione del consumo di combustibili fossili e conseguenti emissioni inquinanti. Tuttavia, nonostante gli interessi e investimenti a livello globale, l'accettazione da parte degli utenti è ancora bassa, principalmente a causa della mancanza di infrastrutture e servizi a supporto dei guidatori di EV. Queste mancanze sono la causa principale della cosiddetta range anxiety (timore che il veicolo non abbia autonomia sufficiente per raggiungere la destinazione) e hanno portato al preconcetto che gli EV siano adatti alla sola percorrenza di brevi tragitti. Per contrastare questi problemi, in questo documento è proposta un'applicazione di route planning che supporti mobilità di EV anche su percorsi medio-lunghi, mediante utilizzo di un modello di predizione del consumo energetico e considerazione dell'eventuale necessità di ricarica. Saranno descritte tecniche per determinare il tragitto che un EV sia in grado di percorrere per arrivare a destinazione, in considerazione di restrizioni energetiche, fattore altimetrico del percorso ed eventuali operazioni di ricarica necessarie. Il modello di consumo e l'algoritmo che determina il miglior percorso (dal punto di vista energetico) sono implementati da un web service che interagisce con i servizi di Google Maps (per ottenere indicazioni stradali, dati altimetrici e informazioni in tempo reale sul traffico) e con servizi che offrono informazioni sulle stazioni di ricarica e relative posizioni. Dopo aver descritto il modello di consumo e l'algoritmo per la ricerca del percorso, sarà presentata l'architettura del servizio implementato. Sarà quindi fornita una valutazione del servizio, analizzandone performance e scalabilità, nonché l'efficacia nel supporto di percorsi di EV all'interno di scenari su larga scala (nello specifico la regione Emilia Romagna), attraverso tecniche di simulazione.

Un' app mobile interpiattaforma per la geolocalizzazione in tempo reale di membri di un gruppo

Realizzazione di un'app mobile interpiattaforma tramite phonegap che permette la geolocalizzazione di utenti di un gruppo. Connessione Client-Server attraverso Websocket. Librerie di Socket.IO e mappe di Google Maps.

Serious game per il crowdsourcing di dati sull'accessibilità urbana

L'obiettivo di questo documento di tesi è descrivere il design e lo sviluppo di uno strumento per la raccolta delle segnalazioni di barriere architettoniche che possa coinvolgere il maggior numero possibile di utenti attraverso un serious game, implementando meccaniche di gioco che incitino il suo utilizzo, e che al tempo stesso sia divertente, anche grazie a contenuti tematici quali gli zombie, il tutto attraverso una interfaccia semplice e funzionale. Le segnalazioni sono disponibili pubblicamente attraverso Fusion Tables dove esse sono memorizzate, permettendo inoltre di avere una visione globale delle criticità grazie alla visualizzazione su Google Maps.

Impacts of out-migration on land management in mountain areas

INTRODUCTION Out-migration from mountain areas is leaving behind half families and elderly to deal with managing the land alongside daily life challenges. A potential reduction of labour force as well as expertise on cropping practices, maintenance of terraces and irrigation canals, slope stabilization, grazing, forest and other land management practices are further challenged by changing climate conditions and increased environmental threats. An understanding of the resilience of managed land resources in order to enhance adaptation to environmental and socio-economic variability, and evidence of the impact of Sustainable Land Management (SLM) on the mitigation of environmental threats have so far not sufficiently been tackled. The study presented here aims to find out how land management in mountains is being affected by migration in the context of natural hazards and climate change in two study sites, namely Quillacollo District of Bolivia and Panchase area of Western Nepal, and which measures are needed to increase resilience of livelihoods and land management practices. The presentation includes draft results from first field work periods in both sites. A context of high vulnerability According to UNISDR, vulnerability is defined as “the characteristics and circumstances of a community, system or asset that make it susceptible to the damaging effects of a hazard”.Hazards are another threat affecting people’s livelihood in mountainous area. They can be either natural or human induced. Landslides, debris flow and flood are affecting peopleGood land management can significantly reduce occurrence of hazards. In the opposite bad land management or land abandonment can lead to negative consequences on the land, and thus again increase vulnerability of people’s livelihoods. METHODS The study integrates bio-physical and socio-economic data through a case study as well as a mapping approach. From the social sciences, well-tested participatory qualitative methodologies, typically used in Vulnerability and Capacity Analyses, such as semi-structured interviews with so-called ‘key informants’, transect walks, participatory risk and social resource mapping are applied. The bio-physical analysis of the current environmental conditions determining hazards and structural vulnerability are obtained from remote sensing analysis, field work studies, and GIS analysis The assessment of the consequences of migration in the area of origin is linked with a mapping and appraisal of land management practices (www.wocat.net, Schwilch et al., 2011). The WOCAT mapping tool (WOCAT/LADA/DESIRE 2008) allows capturing the major land management practices / technologies, their spread, effectiveness and impact within a selected area. Data drawn from a variety of sources are compiled and harmonised by a team of experts, consisting of land degradation and conservation specialists working in consultation with land users from various backgrounds. The specialists’ and land users’ knowledge is combined with existing datasets and documents (maps, GIS layers, high-resolution satellite images, etc.) in workshops that are designed to build consensus regarding the variables used to assess land degradation and SLM. This process is also referred to as participatory expert assessment or consensus mapping. The WOCAT mapping and SLM documentation methodologies are used together with participatory mapping and other socio-economic data collection (interviews, questionnaires, focus group discussions, expert consultation) to combine information about migration types and land management issues. GIS and other spatial visualization tools (e.g. Google maps) will help to represent and understand these links. FIRST RESULTS Nepal In Nepal, migration is a common strategy to improve the livelihoods. Migrants are mostly men and they migrate to other Asian countries, first to India and then to the Gulf countries. Only a few women are migrating abroad. Women migrate essentially to main Nepali cities when they can afford it. Remittances are used primarily for food and education; however they are hardly used for agricultural purposes. Besides traditional agriculture being maintained, only few new practices are emerging, such as vegetable farming or agroforestry. The land abandonment is a growing consequence of outmigration, resulting in the spreading of invasive species. However, most impacts of migration on land management are not yet clear. Moreover, education is a major concern for the respondents; they want their children having a better education and get better opportunities. Linked to this, unemployment is another major concern of the respondents, which in turn is “solved” through outmigration. Bolivia Migration is a common livelihood strategy in Bolivia. In the area of study, whole families are migrating downward to the cities of the valleys or to other departments of Bolivia, especially to Chapare (tropics) for the coca production and to Santa Cruz. Some young people are migrating abroad, mostly to Argentina. There are few remittances and if those are sent to the families in the mountain areas, then they are mainly used for agriculture purpose. The impacts of migration on land management practices are not clear although there are some important aspects to be underlined. The people who move downward are still using their land and coming back during part of the week to work on it. As a consequence of this multi-residency, there is a tendency to reduce land management work or to change the way the land is used. As in Nepal, education is a very important issue in this area. There is no secondary school, and only one community has a primary school. After the 6th grade students have therefore to go down into the valley towns to study. The lack of basic education is pushing more and more people to move down and to leave the mountains. CONCLUSIONS This study is on-going, more data have to be collected to clearly assess the impacts of out-migration on land management in mountain areas. The first results of the study allow us to present a few interesting findings. The two case studies are very different, however in both areas, young people are not staying anymore in the mountains and leave behind half families and elderly to manage the land. Additionally in both cases education is a major reason for moving out, even though the causes are not always the same. More specifically, in the case of Nepal, the use of remittances underlines the fact that investment in agriculture is not the first choice of a family. In the case of Bolivia, some interesting findings showed that people continue to work on their lands even if they move downward. The further steps of the study will help to explore these interesting issues in more detail. REFERENCES Schwilch G., Bestelmeyer B., Bunning S., Critchley W., Herrick J., Kellner K., Liniger H.P., Nachtergaele F., Ritsema C.J., Schuster B., Tabo R., van Lynden G., Winslow M. 2011. Experiences in Monitoring and Assessment of Sustainable Land Management. Land Degradation & Development 22 (2), 214-225. Doi 10.1002/ldr.1040 WOCAT/LADA/DESIRE 2008. A Questionnaire for Mapping Land Degradation and Sustainable Land Management. Liniger H.P., van Lynden G., Nachtergaele F., Schwilch G. (eds), Centre for Development and Environment, Institute of Geography, University of Berne, Berne

Timely Reporting and Interactive Visualization of Animal Health and Slaughterhouse Surveillance Data in Switzerland

The reporting of outputs from health surveillance systems should be done in a near real-time and interactive manner in order to provide decision makers with powerful means to identify, assess, and manage health hazards as early and efficiently as possible. While this is currently rarely the case in veterinary public health surveillance, reporting tools do exist for the visual exploration and interactive interrogation of health data. In this work, we used tools freely available from the Google Maps and Charts library to develop a web application reporting health-related data derived from slaughterhouse surveillance and from a newly established web-based equine surveillance system in Switzerland. Both sets of tools allowed entry-level usage without or with minimal programing skills while being flexible enough to cater for more complex scenarios for users with greater programing skills. In particular, interfaces linking statistical softwares and Google tools provide additional analytical functionality (such as algorithms for the detection of unusually high case occurrences) for inclusion in the reporting process. We show that such powerful approaches could improve timely dissemination and communication of technical information to decision makers and other stakeholders and could foster the early-warning capacity of animal health surveillance systems.

Elementos peatonales de las ciudades medias españolas : tipos, orígenes, relaciones y articulaciones

A través de esta tesis se busca aportar un análisis de los elementos peatonales que cubren las necesidades y las infraestructuras de apoyo al peatón, siendo un campo poco desarrollado en nuestro país a diferencia de otros como Dinamarca, Reino Unido, Alemania y Holanda, donde las actuaciones peatonales ejecutadas son tradicionales y muy exitosas. Se trata por tanto de un tema poco estudiado pero que adquiere singular importancia en estos años de búsqueda de nuevos modelos urbanos que eviten el derroche de recursos, y avancen hacia formas de movilidad más adecuadas a un mundo limitado y vulnerable. La investigación tiene un carácter eminentemente descriptivo cuyo principal valor es documentar y analizar sistemáticamente una realidad poco conocida, aportándose datos para entender el origen y desarrollo de las actuaciones peatonales. El propósito es ayudar a cimentar este campo en nuestro país, definiendo con precisión el estado de la cuestión geográficamente y dejando para un futuro una cartografía temática completa. El objeto general es estudiar y comprender los elementos peatonales de un número limitado de ciudades medias españolas, marcándose como objetivos específicos los siguientes: - Identificar y describir los principales elementos que conforman la red peatonal de las ciudades. ‐ Estudiar las tipologías espaciales dominantes, sus características y orígenes, pudiendo distinguir de un lado, las desarrolladas en la ciudad consolidada, como las actuaciones en los cascos antiguos; y por otro, las ejecutadas en la ciudad nueva a través de fórmulas arquitectónicas generalmente residenciales con espacios peatonales adjuntos. ‐ Analizar los referidos elementos para comprobar si han conformado redes de uso peatonal, si se han constituido articulando la ciudad como en el caso de los ejes lineales en las ciudades con río o mar, o si han influenciado el carácter del entorno en el que se han realizado, centrando el interés en los cascos históricos peatonalizados. ‐ Comprobar si hay actuaciones complementarias a los procesos de urbanización y mejora urbanística, así como la aprobación de ayudas y subvenciones para afrontar las mismas. ‐ Finalmente, describir y evaluar los procesos y procedimientos mediante los que se produce la peatonalización de determinadas áreas urbanas, los orígenes, los instrumentos y fechas de su puesta en marcha, aportando una cronología peatonal. La metodología comienza con la acotación de 22 ciudades españolas, capitales de provincia con una población entre 100.000 y 500.000 habitantes según los datos del INE del año 2009. La distribución es equilibrada con la selección de ciudades de costa, de interior, con río/ría, con carácter patrimonial, ciudades en islas, etc. El análisis de los elementos peatonales de estas urbes se realiza gracias a la gran resolución de las bases cartográficas públicas y privadas que hay en la actualidad en internet, especialmente con el uso de las herramientas de Google Earth y Google Maps en su versión “street view”, softwares que permiten un paseo virtual de cada ciudad detallándose con gran precisión las actuaciones peatonales. Las ciudades elegidas son: ‐ 11 ciudades costeras: Alicante, Almería, Bilbao, Cádiz, Castellón de la Plana, Huelva, Las Palmas de Gran Canaria, Palma de Mallorca, Santander, San Sebastián y Tarragona. ‐ 11 ciudades de interior: Albacete, Burgos, Córdoba, León, Lérida, Logroño, Oviedo, Murcia, Pamplona, Valladolid y Vitoria. Finalmente, por tener los porcentajes mas elevados de las áreas peatonales de sus casco histórico, se eligen 3 casos de ciudades representativas para un desarrollo peatonal en profundidad, seleccionándose Burgos, San Sebastián y Pamplona. Otros aspectos metodológicos interesantes a destacar, es la extensa documentación adquirida a través de las fuentes de Internet, sobre todo a la hora de desarrollar el último capítulo “Procesos de peatonalización de las ciudades españolas” centrado en las 3 ciudades elegidas. Se consulta las hemerotecas de periódicos locales, los boletines oficiales, las actas de los plenos de los Ayuntamientos y los documentos de planificación (Planes Generales, Planes Especiales, Planes y Proyectos Municipales, Planes de Movilidad), adquiriéndose una precisa información en cuanto a la cronología de las fechas y extensión del trabajo. Se complementa la metodología con las entrevistas a actores claves en el proceso peatonal, como el personal técnico de los Ayuntamiento y los técnicos redactores de los proyectos; y con la colaboración directa de los técnicos de los consistorios de las 3 ciudades seleccionadas, aportando todo tipo de información demandada. En la tesis, se introduce los elementos peatonales mediante el estudio de los espacios peatonales y los procesos de peatonalización existentes, a través del análisis de la literatura consultada aportándose información valiosa en cuanto a la definición de los modelos peatonales, exponiéndose una breve historia de las peatonalizaciones. Destacan las publicaciones de los expertos europeos en la materia como los autores Carmen Hass-Klau, Rolf Monheim, Rob Krier y Collin Buchanan. En España, las actuaciones peatonales fueron tardías en el tiempo en comparación con el resto de Europa, con casi 40 años de retraso. Las referencias bibliográficas españolas en esta materia son escasas siendo las mas significativas las realizadas por Alfonso Sanz y por el profesor Julio Pozueta destacando una de sus últimas publicaciones “La ciudad paseable” describiéndose los elementos peatonales existentes en las ciudades, sirviendo como modelo y ejemplo para esta investigación. En base a lo anterior, se definen los elementos peatonales como aquellos espacios públicos libres de edificación que, por sus características y diseño, garantizan un confortable uso estancial, de tránsito peatonal y están expresamente reservados para ello. En la tesis se detectan y se especifican los siguientes elementos peatonales: las calles y plazas peatonales, las aceras y bulevares de una anchura superior a 8 metros, los paseos peatonales, los elementos de paso (tradicionales y mecánicos), espacios peatonales ligados a nuevas áreas residenciales, los soportales y pasajes peatonales con una anchura mínima de 4 metros, recintos feriales, espacios libres y zonas verdes y parques. Para cada una de las 22 ciudades seleccionadas se realiza un exhaustivo inventario de los anteriores elementos a través de fichas, aportando un gran número de proyectos individuales ejecutados en cada urbe. Esta información se recoge gráficamente en 2 fotoplanos, conformándose como herramientas fundamentales para esta investigación. El Fotoplano 1 se hace sobre la base de la ciudad del Google Earth diferenciándose las áreas peatonales y las zonas verdes. En el Fotoplano 2, y con el soporte anterior, se distinguen las tipologías persistentes y dominantes como son los grandes ejes peatonales, las redes peatonales locales y los elementos peatonales singulares. Finalmente, a partir de los 2 fotoplanos, se realiza la denominada “Huella peatonal” que destaca por su atractivo y pregnancia, algo de lo que el campo de lo peatonal es muy útil. A través de la huella se obtiene una rápida información al tener el plano dos colores, color naranja para lo peatonal (formado por las áreas peatonales y zonas verdes) y color negro para el resto el resto no peatonal. Toda esta documentación gráfica y descriptiva de los elementos peatonales de cada ciudad, queda ampliamente recogida en el Anexo de la tesis. La “Huella peatonal” se considera como el plano básico en la investigación obteniendo una percepción rápida, clara y visual del espacio peatonal de cada ciudad. Se arroja información morfológica con respecto a la distribución espacial, articulación, equilibrio, modulación, cohesión, concentración peatonal, etc. de cada una de las ciudades seleccionadas. A través de la huella se resuelve muchos de las cuestiones enmarcadas como objetivos de la tesis, comprobándose de forma general, que los elementos peatonales dentro de la trama urbana están desarticulados ya que no hay una estructura que module la ciudad como un conjunto cohesionado. Se localizan pequeñas redes conectadas entre sí, que de forma heterogénea, están dispersas por la ciudad. Se verifica que los elementos peatonales con mayor concentración y presencia en las ciudades analizadas son los ejes peatonales, los cascos históricos y los elementos peatonales en las nuevas áreas residenciales. En la investigación, además de estos 3 elementos mencionados, se analiza con mayor profundidad otros tipos que destacan por su persistencia y repetición en la “Huella peatonal” de cada una de las 22 ciudades, como son las plazas peatonales, los soportales y los elementos singulares peatonales: espacios tradicionales (recintos feriales, pasajes, puentes históricos), nuevos elementos peatonales (pasarelas peatonales, elementos mecánicos de paso), áreas peatonales entorno a edificios culturales y otros casos como los consistentes en la recuperación y transformación de edificaciones y construcciones urbanas de diferente uso y tipología, en nuevas áreas peatonales. Se aporta luz sobre su definición, localización, cronología, proporción, presencia y génesis, facilitando resultados de cada uno de ellos. De forma paralela, se obtiene información de índole cuantitativa a través de las mediciones de la huella, obteniéndose datos y porcentajes de extensión de la ciudad, de las zonas peatonales y de las zonas verdes, de los cascos históricos y de sus superficies peatonales, de los metros lineales de dichos cascos históricos y de sus calles peatonales. Se proporcionan ratios e índices que se consideran fundamentales para una mejor comprensión peatonal de cada urbe. Se establece una clasificación de las ciudades en cada uno de los ámbitos descritos, destacando las ciudades de Pamplona, San Sebastián y Burgos por arrojar las cifras peatonales más positivas encabezando la mayoría de las tablas clasificatorias. La peor ciudad valorada es Alicante, seguida según criterio, de Almería, Palma de Mallorca y Las Palmas de GC. En el capítulo final de la investigación, se eligen las ciudades de Burgos, San Sebastián y Pamplona como casos de estudio representativos. El objetivo es obtener un conocimiento más preciso en cuanto a su origen, cronología y procesos de las peatonalizaciones. Cada ciudad se compone de un cuadro cronológicos por etapas, desarrollándose de forma exhaustiva cada una de ellas, enunciadas normalmente, como instrumentos de planeamiento o proyectos de urbanización, acompañadas de los planos de las actuaciones peatonales. Al final de cada etapa se aportan datos de las cifras de las peatonalizaciones que se van realizando, con un cuadro numérico de localizaciones, superficie peatonal, superficie reurbanizada, longitud peatonal y el grado de peatonalización del casco histórico, además de los datos acumulados por etapa. De las conclusiones cruzadas de estas 3 ciudades, destaca la comprobación de la tendencia de ir peatonalizando los centros antiguos llegando incluso al 100% de calles peatonales en el caso de San Sebastián. No obstante, es difícil confirmar si el objetivo es una peatonalización global de los cascos, ya que son muchas las variables que afectan e influyen en el proceso peatonal de cada ciudad. Se coteja adicionalmente cómo se extiende la cultura peatonal desde el interior al exterior, mas allá de los cascos históricos hacia los ensanches próximos. En cuanto al origen de las peatonalizaciones, se concluye que no hay una concepción inicial y teórica marcada, a partir de la cual se va desarrollando la trama peatonal de cada ciudad. Se puede afirmar que los procesos peatonales ejecutados son variados y de diversa índole, sin poder precisar un hecho como causa principal. Según el momento y las circunstancias, las peatonalizaciones responden a distintas iniciativas promovidas por los comerciantes, por las administraciones locales o por los técnicos de planeamiento, con sus expertas aportaciones en los planes. Estos tres agentes actúan como impulsores de proyectos individuales peatonales que se van solapando en el tiempo. Como punto final de la tesis, se propone una serie de nuevas líneas de investigación que pueden servir como estudio adicional y complementario, respondiendo a aspectos tan relevantes como cuestiones de índole económica, social y de movilidad, fuertemente ligadas a las peatonalizaciones, tal y como se demuestra en la literatura consultada. ABSTRACT This thesis aims to analyse the pedestrian elements dealing with the needs and infrastructures that support pedestrians, as this is a field that is little developed in our country, in comparison to other regions such as Denmark, the United Kingdom, Germany and the Netherlands, where the pedestrian actions implemented are traditional and highly successful. Therefore, even though little research has been done about this topic, this field is increasingly important throughout these years of search for urban models intended to prevent the waste of resources and to develop new mobility ways, more adapted to a limited, vulnerable world. This research is essentially descriptive and it mainly aims to document and systematically analysed a scarcely known reality by providing data in order to understand the origin and development of pedestrian actions. This thesis intends to lay the foundations of this field in Spain, accurately defining the state of the art from a geographical point of view and preparing a full thematic map that may be used in the future. The overall aim is to study and understand the pedestrian elements of a limited number of Spanish medium-size cities, establishing the following specific goals: - To identify and describe the main elements comprising cities' pedestrian networks. - To study of special predominant typologies, their features and origins, with the possibility to, on the one hand, make a difference between the typologies developed in well-established cities, such as the actions in historic quarters, and, on the other hand, those implemented in new cities through generally residential architectural formulae with adjoining pedestrian areas. - To analyse the said elements in order to check whether they have resulted in pedestrian-use networks, whether they have been established by organising the city, such as the linear axes in coastal and riverside cities, or whether they have had an impact on the character of the areas where these elements have been implemented, focusing on pedestrian historic quarters. - Check whether there are actions supplementary to the urban development and urban improvement processes, as well as the approval of financial support and subventions to deal with these actions. - Finally, to describe and assess the processes and procedures by which the pedestrianisation of certain urban areas is carried out, the origins, the instruments and the date of their implementation, providing a pedestrian timeline. The methodology starts by defining 22 Spanish cities, province capitals with a population ranging from 100,000 to 500,000 inhabitants, according to the data recorded by the Spanish Statistics Institute (INE) in 2009. The distribution of coastal, riverside and interior cities, as well as of patrimonial cities and cities in islands, etc. is well balanced. The analysis of the pedestrian elements of these cities is made with the great resolution of the public and private map databases that can be accessed on the Internet, especially using the "street-view" version of tools such as Google Earth and Google Maps, software applications that allow to go for a virtual walk in each city, providing highly precise details about the pedestrian actions. The following cities have been chosen: ‐ 11 coastal cities: Alicante, Almería, Bilbao, Cádiz, Castellón de la Plana, Huelva, Las Palmas de Gran Canaria, Palma de Mallorca, Santander, San Sebastián and Tarragona. ‐ 11 interior cities: Albacete, Burgos, Córdoba, León, Lérida, Logroño, Oviedo, Murcia, Pamplona, Valladolid and Vitoria. Finally, as they have the highest percentages regarding the pedestrian areas found in the historic quarters, 3 cities representing a deep pedestrian development have been chosen: Burgos, San Sebastián and Pamplona. Other significant methodological aspects are the many documents found from online sources, especially when preparing the last chapter: “Processes for the pedestrianisation of Spanish cities”, which focuses on the 3 cities chosen. Local newspaper and periodical libraries, official gazettes, the minutes of plenary sessions of councils and the zoning regulation documents (General Zoning Plans, Special Zoning Plans, Municipal Plans and Projects, Mobility Plans, etc.) have been consulted, obtaining accurate information regarding the timeline and the extension of the works carried out. The methodology is supplemented by interviews with key players in the pedestrianisation process, such as the technical staff in councils and the officers drafting and designing the projects, as well as with the direct collaboration by the officers of the councils of the 3 cities chosen, who provided all the information requested. The thesis introduces the pedestrian elements by studying pedestrian areas and existing pedestrianisation processes through the analysis of the literature consulted, providing valuable information for the definition of pedestrian models and showing a brief history and background of the pedestrianisation process. Remarkable papers published by some European experts in the field, such as Carmen Hass-Klau, Rolf Monheim and Collin Buchanan, are covered in the thesis. In Spain, the pedestrianisation actions were late in time in comparison to the rest of Europe, with at least 40 years of delay. The Spanish literature references in this field are limited. The most significant papers are those published by Alfonso Sanz and by Professor Julio Pozueta, with a special mention of one of his last works "La ciudad paseable" (The Walkable City), which describes the pedestrian elements found in the cities and is used a model and an example for this research. Based on the elements above, pedestrian elements are defined as those construction-free public areas that, due to their features and design, ensure the comfortable, convenient use of the spaces, characterised by pedestrian traffic and specifically reserved for this purpose. The thesis detects and specifies the following pedestrian elements: pedestrian streets and squares, pavements (sidewalks) and boulevards with a width exceeding 8 metres, pedestrian promenades, crossing elements (traditional and mechanical), pedestrian spaces linked to new residential areas, colonnades and pedestrian passages or narrow streets with a minimum width of 4 metres, exhibition sites, free spaces and green areas and parks. For each of the 22 cities chosen, a thorough inventory of the elements mentioned above has been made by using worksheets, providing a significant number of individual projects developed in each city. This information is graphically collected and displayed on 2 photomaps, resulting in tools essential for this research. Photomap 1 is made based on the city displayed by Google Earth, making a difference between pedestrian areas and green areas. On Photomap 2, using the tool mentioned above, a difference can be made between persistent and predominant typologies, such as the big pedestrian axes, the local pedestrian networks and singular pedestrian elements. Finally, the 2 photomaps are used in order to establish the so-called "pedestrian footprint", which is highlighted by its attractiveness and appeal, concepts for which the pedestrian field is very useful. With the pedestrian footprint, quick information can be obtained, since the map shows two colours: orange for pedestrian elements (made up of pedestrian areas and green areas) and black for the other non-pedestrian elements. A significant part of these graphic, descriptive documents about each city's pedestrian elements can be found in the thesis appendix. The "Pedestrian Footprint" is regarded in the research as the basic map, obtaining a quick, clear and visual perception of each city's pedestrian space. This footprint provides morphological information regarding the space distribution, the organisation, the balance, the modulation, the cohesion, the pedestrian concentration, etc. in each of the cities chosen. The pedestrian footprint helps solve many of the questions established as the thesis goals, proving that, in general, the pedestrian elements are not organised in the urban plot, as there is no structure modulating the city as a properly linked set of elements. Small networks linked to each other and heterogeneously scattered all over the city are found. It has been verified that the pedestrian elements with the highest concentration and presence in the cities analysed are the pedestrian axes, the historic quarters and the pedestrian elements found in the new residential areas. Besides these 3 elements mentioned, the research analyses in depth other types that are remarkable due to their persistence and repetition in the "Pedestrian Footprint" of each of the 22 cities, such as the pedestrian squares, the colonnades and the singular pedestrian elements: traditional spaces (exhibition sites, passages, historic bridges), new pedestrian elements (pedestrian footbridges, mechanical crossing elements), pedestrian areas around cultural buildings and other cases such as those consisting of recovering and transforming building and urban constructions, intended for a wide range of purposes and of different types, into new pedestrian areas. This work puts light on the definition, location, timeline, proportion, presence and origin, providing results for each of these concepts. At the same time, quantitative information is obtained by measuring the footprint, getting data and percentages on the size of the city, the pedestrian areas and the green areas, the historic quarters and the pedestrian zones, the linear metres of such historic quarters and pedestrian streets. The footprint also provides ratios and rates that are considered as essential in order to better understand the pedestrian elements of each city. A classification of cities is established for each of the areas described, highlighting the cities of Pamplona, San Sebastián and Burgos, as they provide the most positive pedestrian figures and lead most of the classification tables or rankings. According to the criteria considered, the city with the worst values is Alicante, followed by Almería, Palma de Mallorca and Las Palmas de Gran Canaria. In the final chapter in the thesis, the cities of Burgos, San Sebastián and Pamplona are chosen as representative study cases. The aim is to gain more accurate knowledge regarding the pedestrianisation origin, timeline and processes. Each city comprises a chronological sequence made of stages, each of which is thoroughly developed and usually announced as zoning plans or urban development projects, accompanied by the plans of the pedestrian actions. At the end of each stage, data with the figures of the pedestrianisation projects are provided, including a numerical chart with locations, pedestrian area, redeveloped urban areas, pedestrian length and pedestrianisation degree in the historic quarter, as well as the data cumulated throughout each stage. In the crossed conclusions on the three cities, the trend of gradually pedestrianising the historic quarters (even reaching the 100% of the pedestrian streets as in San Sebastián) is verified. However, it is difficult to confirm whether the purpose is to reach an overall pedestrianisation of the historic quarters, since there are many variables that affect and influence each city's pedestrianisation process. In addition, the spread of the pedestrian culture from the internal areas to the external areas, beyond the historic quarters to the nearby expansion areas, is compared. Regarding the origin of pedestrianisations, the thesis comes to the conclusion that there is no initial or theoretical conception from which each city's pedestrian plot is developed. The pedestrian processes implemented are varied and diverse but no fact can be specified as the main cause. Based on the moment and circumstances, the pedestrianisation processes are due to different initiatives promoted by shopkeepers, by the local administrations or by the zoning officers, with their expert contributions to the plans. These three players promote and drive individual pedestrianisation projects that overlap in the course of time. Finally, new lines of research are put forwards, as they can be taken as an additional study and as a supplement to this research, dealing with aspects as significant as the economic, social and mobility factors, closely linked to the pedestrianisation processes, as proven in the literature consulted.

Aplicación móvil y web para la gestión de lugares geolocalizados

El proyecto “Aplicación móvil y web para la gestión de lugares geolocalizados (www.midiez.com)” tiene como objetivo principal crear un repositorio de listas categorizadas de sitios para su uso en el ámbito personal o comercial. Tanto la aplicación web como la aplicación móvil desarrollada en Android tienen el propósito de gestionar listas de lugares de interés (Restaurantes, tiendas,..) o con propósitos específicos (Organización de viajes) o simplemente como una forma de anotar aquellos sitios que nos comentan y que nos gustaría visitar. El desarrollo de este proyecto además permitirá contrastar las distintas alternativas y la evolución de las distintas herramientas que se han ido desarrollando para la gestión del ocio en los últimos años desde el sistema Android y plataformas web. Todo el proyecto ha sido realizado usando software libre (PHP para el lenguaje web servidor y Java para la programación móvil). La principal finalidad desde el punto de vista del desarrollador es: aprovechar las sinergias de la programación móvil y la programación web de manera que las mismas capas de negocio de Datos sean usadas por ambas plataformas. Asimismo crear una aplicación distribuida y fácilmente escalable. Las herramientas que se han usado para desarrollar han sido: la SDK proporcionada por Google, una JDK de Java y un IDE de desarrollo Java como es Eclipse y otro similar para el desarrollo de la parte PHP. La BBDD elegida ha sido MySQL. El proyecto pretende mostrar el potencial de las aplicaciones móviles geolocalizadas desde el punto de vista del ocio y compararlas con el estado del arte actual. Por lo tanto la mayor parte del tiempo dedicado al proyecto ha sido empleado en el desarrollo de la aplicación web, la aplicación móvil y en la base de datos pero también he dedicado una pequeña parte del trabajo para realizar un estudio sobre las consecuencias que esta tecnología está teniendo en nuestros cerebros. ABSTRACT The project "Web and Mobile App for managing geolocation places” has as main objective managing of places lists in order to use them in the leisure time scope. Nowadays the use of GPS is being a constant in mobile applications so that is already part of our daily life. We used to know where we are always and at the same time we can find locations using the technology of our mobile phones. Now it is very difficult to get lost outside but also is difficult to explain somebody how to get to anywhere without using Google Maps. Google Maps, Geolocation, gps navigators, … all that kind of stuff are making our life easier and less complicated but also are making our brains lazier. Furthermore, the development of this project will use the potential of locate places into maps to avoid annotate every spot we would like to visit or a brand new restaurant. The project itself shows the location features of Google Maps combined with an places data base in order to create, and manage places lists and use them to get to them as well as to share those places with our contacts. Also, the main purpose from the point of view of the developer is to combine different programming languages and use the resulting synergies in a easily scalable and portable environment. The tools that have been used to develop are: the SDK provided by Google, one JDK Java and Java development IDE such as Eclipse and similar to the development of the PHP part. The DB has been chosen MySQL. Finally, this project aims to show, from an educational point of view, the use and potential of this technology. Thus, it has been devoted a large amount of time of the project (and, consequently, its documentation) on develop the Android app, the data base and the web app but also but also to highlight the consequences of using technology.

Improved Criteria for Estimating Calibration Factors for Highway Safety Manual (HSM) Applications

The Highway Safety Manual (HSM) estimates roadway safety performance based on predictive models that were calibrated using national data. Calibration factors are then used to adjust these predictive models to local conditions for local applications. The HSM recommends that local calibration factors be estimated using 30 to 50 randomly selected sites that experienced at least a total of 100 crashes per year. It also recommends that the factors be updated every two to three years, preferably on an annual basis. However, these recommendations are primarily based on expert opinions rather than data-driven research findings. Furthermore, most agencies do not have data for many of the input variables recommended in the HSM. This dissertation is aimed at determining the best way to meet three major data needs affecting the estimation of calibration factors: (1) the required minimum sample sizes for different roadway facilities, (2) the required frequency for calibration factor updates, and (3) the influential variables affecting calibration factors. In this dissertation, statewide segment and intersection data were first collected for most of the HSM recommended calibration variables using a Google Maps application. In addition, eight years (2005-2012) of traffic and crash data were retrieved from existing databases from the Florida Department of Transportation. With these data, the effect of sample size criterion on calibration factor estimates was first studied using a sensitivity analysis. The results showed that the minimum sample sizes not only vary across different roadway facilities, but they are also significantly higher than those recommended in the HSM. In addition, results from paired sample t-tests showed that calibration factors in Florida need to be updated annually. To identify influential variables affecting the calibration factors for roadway segments, the variables were prioritized by combining the results from three different methods: negative binomial regression, random forests, and boosted regression trees. Only a few variables were found to explain most of the variation in the crash data. Traffic volume was consistently found to be the most influential. In addition, roadside object density, major and minor commercial driveway densities, and minor residential driveway density were also identified as influential variables.

Cartographer : En kartbaserad friluftsapplikation

Målet med det här arbetet har varit att utveckla en friluftsapplikation för människor som rör sig i skog och mark antingen i arbetet eller i privatlivet. Med syfte att låta de skapa och placera ut markörer på en karta med aktivt uppdaterande gps positionering. För att uppnå detta har Google Maps använts som gränssnitt för att hämta och hantera kartinformation och en applikation har designats i flödesscheman utefter kravspecifikationen och i enlighet med Jacob Nielsens användbarhetsprinciper. Hallway test metoden har använts för att utvärdera hur väl användbarhetsdesignen har uppnått sina mål. Applikationen har sedan konstruerats i Java och Android Studio mot Androids mobila plattform. Utvecklingen har följt den planerade designen och uppnått samtliga konkreta mål som specificerades och i synnerhet användbarhetsmålen. Flera funktionella mål har identifierats att kunna optimeras ytterligare och en rad förslag på vidareutveckling av applikationen har tagits fram för eventuella framtida arbeten.

Sviluppo di una app di ausilio per persone non vedenti per Android

La tesi prevede lo sviluppo di una app di ausilio per persone non vedenti per ambiente Android. L'applicazione ha due scopi principali: rilevazione degli ostacoli che l'utente incontra nel proprio cammino, tramite un apposito visore, con successivo invio di informazioni sugli ostacoli rilevati tramite output audio e tattili e realizzazione di una versione personalizzata di Google Maps che l'utente può utilizzare nella maniera più comoda e sicura possibile.

Sistema de monitorização de veículos de mercadorias

A presente dissertação expõe um sistema de monitorização de veículos de mercadorias, que permite obter a localização através do GPS instalado no veículo, registar a abertura/fecho de portas e a temperatura da mercadoria transportada no reboque do veículo. A comunicação entre o trator do veículo e o reboque é realizado por radiofrequência. A informação recolhida, localização, estado das portas e temperatura, é enviada via GPRS, através do módulo central presente no trator do veículo, para uma base de dados externa instalada na central. A nível de interação com o sistema, tanto a empresa da frota dos veículos (transportadora) como o cliente requerente dos serviços da transportadora, podem consultar a informação registada na base de dados através de uma página Web criada para o efeito. A página Web incorpora um sistema de login restrito à administração ou aos clientes registados e a selecção de opções variáveis com esse mesmo login. A localização e o percurso do veículo podem ser visualizados sobre o mapa do Google Maps presente na página Web. A temperatura pode ser consultada num gráfico de comparação entre a temperatura desejada e a temperatura registada ao longo do percurso. É também possível adicionar os dados dos novos clientes através da administração da página Web.

Alterações climáticas e subida do nível do mar. Utilização de sistemas de informação geográgfica (SIG) na produção de mapas de vulnerabilidade para o Estuário do Tejo

Mestrado em Arquitectura Paisagista - Instituto Superior de Agronomia - UL