The way energy is generated has changed dramatically with the advent of electricity and fossil fuels. In the 18th century, with the beginning of the industrial age, the concentration of atmospheric CO2 rose by 50%, being today 420 ppm (parts per million) corresponding to 150% of the value in 1750. Aiming to reduce the GHG emissions by road transport, several actions have been discussed to promote the use of more efficient and cleaner vehicles worldwide. Consequently, there has been an increase in demand for more efficient vehicles including hybrids, electrics and low-emission fuels such as ethanol, hydrogen and biodiesel. This study evaluates the impact on the Brazilian energy matrix, thus taking into account the growth of EVs in Brazil through the methodology of scenarios. It is observed that for the scenario called pessimistic in which the country grows only 1% per year, the current investment in energy would satisfy the future energy demands, including the increase in the number of electric cars. Nevertheless, for other growth scenarios, such as the most likely scenario (growth of 4% per year), Brazil would have to invest an average of R$ 12 billion reais just in new energy generating plants.

The free-flow system toll collection is already a reality in Brazil, having been implemented in part of the stretch concession called RioSP, and has the potential to generate major changes in tariff policies in road infrastructures. However, an important factor to be considered is the trend towards an increase in user defaults, as there is no physical barrier to prevent passage without paying the due toll rate. Thus, the objective of the study was to evaluate the toll rate impacts of the implementation of the free-flow system in a case study of the BR-101/RJ/SP. In this context, a systematic review of the literature was carried out, identifying the characteristics, advantages and disadvantages, the advances achieved by Brazil and the challenges to be overcome in order to expand the use of the free-flow system in the country. To assess the toll rate impacts on the cash flow of the BR-101/RJ/SP, two free-flow implementation scenarios were simulated: one just replacing the toll plazas provided for in the original contract; another proposing a pure free-flow model with charging per homogeneous segment at 17 charging points. To analyze the feasibility of the simulated scenarios, the concept of allowable non-payment was used, for which the economic-financial balance of the concession occurs with the kilometer toll rate and the project's original internal rate of return. The BR-101/RJ/SP concession’s Feasibility Studies were used to support the analysis of the free-flow implementation in part of the concession section. The momentum transport and billing system costs were calculated for the proposed model. As a result, on the one hand, it was found that the implementation of free-flow billing gateways at the same billing points originally studied is advantageous, resulting in a toll rate reduction of 14% or allowing margin to absorb up to 13.5% of frustration from annual revenue due to defaults. On the other hand, the simulation of charging per homogeneous segment on the highway under study, which increases 14 collection points, despite achieving the objective of tariff justice, implied a 24% increase in the kilometer toll rate in the base scenario.

In intelligent transportation, the great challenge is to achieve an efficient transportation system for the transport of people and goods. With the emergence of Autonomous Vehicles (AVs) new contextual and operational challenges bring the need for a coordinated development between the actors involved in the deployment of these modern technologies and the components necessary for the joint operation of AVs, pedestrians, infrastructure, and technological devices with the ability to communicate with each other efficiently and safely. The advantages and benefits arising from the operation of AVs on highways, in mixed or segregated traffic, will not be possible without the development of a quality and intelligent road infrastructure. In face of this new reality, the need arises to identify which components are necessary for the implementation of an intelligent infrastructure capable of receiving the AVs and meet their incorporation into the transportation system. In this sense, this dissertation aims to identify the components that characterize an intelligent highway in the Brazilian context and classify them according to their degree of importance. Based on a systematic literature review, five main methodologies were identified to classify intelligent highways: i) road infrastructure support levels for automated driving; ii) smart road classification; iii) classification of readiness of European highways for adopting connected, automated and electric vehicles; iv) connected roadway classification system; and v) road infrastructure ready for mixed vehicles traffic flows. Based on the methodologies, a questionnaire was prepared and applied to several specialists who work in the transportation area, whether in public management, consulting, academia, and private enterprise. A general and a specific analysis was performed according to the segments in which the specialists work. The most important components in the general vision of the specialists were: connectivity, security, physical infrastructure, digital infrastructure, vehicle automation, and user. Based on these components, the need arises to discuss what would be the path to be followed to implement and classify an Intelligent Road Corridor (IRC) in Brazil.

Concessions are a type of partnership with the private sector increasingly used by different governments to carry out road infrastructure works. These highly complex projects are characterized by a high concentration of investments in the first few years of cash flow, which requires raising a relevant portion of debt in the financial market. Understanding the importance of capital costs and setting up an adequate financial strategy is a critical success factor to be considered by public entities that act in the structuring of projects of this nature. In this context, an integrative literature review was carried out on the theme of financing road PPP projects, encompassing the main concepts and advantages of this modality, the main related parties and their interests in this process, and the different alternatives for public and private financing applicable. The elements found in the literature were compared with evidence and empirical data extracted from the Brazilian market of highway concessions. In the second part of the research, a questionnaire was applied to a group of specialists who work in banks that finance concession projects in Brazil. Based on the AHP methodology, a model was developed to measure the relative importance of the different aspects that make up the due diligence process of these financial institutions. 17 analysis criteria were compared, divided into 5 different dimensions. The results show that the most relevant factors considered by banks for granting loans are those related to project revenue generation estimates and the associated risk level, followed by the soundness of contractual clauses and the correct pricing of planned investments. These criteria account for more than 65% of the relevance of all aspects analyzed. The research results bring important indications about the main elements of the economicfinancial model that must be refined in order to enhance the financeability of road concession projects. In addition, through the integrative literature review, it was possible to list several possibilities for government participation in the financing of PPP projects, with the potential to be used in Brazil.

A locomoção por bicicleta está aumentando significativamente em todo o mundo e como um modo de transporte ativo o ciclismo pode potencialmente reduzir o congestionamento do tráfego e a poluição do ar. Além disso, promover um estilo de vida ativo pode melhorar a saúde pública e tornar as cidades mais amigáveis para as pessoas. No entanto, a quantidade de ocorrências e fatalidades envolvendo ciclistas ainda é preocupante. As Medidas de Segurança Substitutas (SSM) são indicadores promissores para avaliar a segurança no tráfego com base em conflitos, em vez de sinistros e acidentes. O termo "substitutas" é usado porque as medidas se baseiam em conflitos de tráfego e não em sinistros. Além disso, a triagem de rede garante uma identificação eficiente de locais perigosos para reduzir o número e a gravidade dos sinistros. Portanto, essa metodologia pode ser realizada tanto por uma abordagem reativa quanto por uma abordagem proativa. No que diz respeito às abordagens proativas, bicicletas instrumentadas com sensores tornaram-se cada vez mais úteis para pesquisas no campo da mobilidade. Por meio de um dispositivo de detecção portátil e multifuncional, é possível coletar dados de trajetória de bicicletas e a Distância Lateral de Ultrapassagem (LPD) usando variados sensores conectados a um sistema de banco de dados. Dessa forma, o presente estudo tem como objetivo estimar áreas de risco para a mobilidade ativa, aplicando algoritmos de aprendizado de máquina não supervisionado (K-Means e DBSCAN) com base em dispositivos sensores para a coleta de dados. Os resultados da Distância Lateral de Ultrapassagem (LPD) coletados entre bicicletas e veículos foram então relacionados aos dados do ciclista. Além da pesquisa de clusterização, foi realizada a correlação entre as características para identificar como os dados interagiam entre si. Alguns desses dados incluem velocidade, elevação do percurso, altitude, informações do acelerômetro e giroscópio a partir de uma coleta de dados naturalística na rua. Em relação aos dados gerais, 25% das leituras relativas à distância lateral de passagem têm menos de 136,36 cm. Quando o modelo de agrupamento é aplicado, 25% dessas leituras tiverem menos de 100,13 cm; para o segundo quartil, 50% tiveram menos de 193,69 cm. Isso indica uma LPD crítica para um dos grupos com 75 leituras, quando considerado o limite de 150 cm para a distância mínima de afastamento lateral estabelecida pela legislação brasileira. A metodologia foi aplicada a um estudo de caso em uma avenida do centro da cidade de Brasília, em torno do Parque da Cidade. Por fim, este estudo objetiva uma aplicação metodológica e analítica de segurança cicloviária orientada a dados através da utilização de algoritmos de aprendizado de máquina.

A condução sob a influência de álcool responde por quase um terço dos sinistros de trânsito ao redor do mudo. Embora os efeitos do álcool no corpo humano sejam bem conhecidos, os fatores que motivam as pessoas à prática desse comportamento ainda exigem uma análise mais detalhada. Através da Teoria do Comportamento Planejado de Ajzen – TPB (1991), buscou-se identificar as crenças salientes e avaliar os construtos que subjazem a essa conduta de dirigir sob efeito de álcool. Inicialmente, seguindo o método da TPB, um estudo piloto com questionário de perguntas abertas sobre crenças foi administrado a 192 motoristas no Distrito Federal. Posteriormente, no estudo principal, com perguntas fechadas para avaliar as crenças e os construtos básicos da TCP, 745 indivíduos responderam ao questionário. Um terceiro e último instrumento, tendo como objetivo o comportamento de fato, foi elaborado e aplicado, com 52 retornos. Os resultados da primeira etapa passaram por uma análise de conteúdo que identificou e codificou as crenças salientes comportamentais, normativas e de controle percebido que influenciam na decisão de beber e dirigir. No estudo principal, os dados passaram por procedimentos estatísticos por meio de correlações, análise fatorial exploratória e regressões. Os resultados apontaram que motoristas do sexo masculino, na medida que avançam em idade, são mais propensos a dirigir sob a influência de álcool. Além disso, verificou-se correlações significativas entre crenças comportamentais e de controle percebido face aos construtos da atitude (ATT) e do controle comportamental percebido (CCP) e, desses, na intenção (INT) de dirigir sob a influência de álcool. Normas subjetivas, embora importantes, tiveram menor impacto. Assim, sugere-se que possíveis medidas de intervenções pela segurança viária devem visar, principalmente, os construtos da ATT e do CCP, abordando medidas voltadas à percepção do risco, às consequências legais, aos efeitos do álcool no organismo, à influência de pessoas significativas, como vítimas e autoridades de trânsito, e ao fomento ao uso de meios alternativos de locomoção quando sob efeito de álcool.

The objective of the thesis was to estimate the relationships established by residential mobility for the endeavor of travel behavior. For this purpose, it was necessary to develop a conceptual model and a measuring instrument on residential mobility, which comprised the decision to remain or change residence, the choices of the residential location, regarding the built environment and the self-selection residential, for the Understanding the choice of means of transport. In addition to the conceptual contribution, the methodological procedures of the research instrument used permeated the analysis, translation, adaptation and scientific validations for the realization of an empirical application. The model was tested, by modeling of structural equations, with 1418 individuals in the Federal District, through two distinct samples, for those who have remained and changed residence in the last 5 years. The results found in both samples indicate that the characteristics of the built environment, such as urban structure, distance and neighborhood, influence the choice of residential location than the behavioral factors linked to Self-Selection residential, such as travel skills, preference and necessity. The results presented in both samples suggest that the built environment does not influence the choice of transport medium and residential self-selection does not influence the choice of residential location, and more for the sample of individuals who remained at the residence it was affected that Self-selection residential does not influence the decision to remain in the residence. It is concluded, for both samples, that the decision to remain or change residence and the choice of residential location influences the choice of means of transport.

People seldom travel only for moving around, they travel to attend their needs. In this sense single trips models, largely used on transportation planning, cannot fully represent reality. Models that use chains of trips, also known as tours, may help to solve this problem and better understand mode choice, since literature shows that tours that start by car usually do not use other modes. There is an interest in determining what variables are significant for modeling trip chaining and therefore mode choice. One common set of variables used in travel behavior models is the built environment ones, which effects are understood for mode choice. However, despite the efforts researchers still have to come to an agreement of the effects of land use on trip chaining. This study aims to further understand the influence of the built environment on two aspects of travel behavior: trip chaining complexity and mode choice across different populations. Using the data from the Federal District Urban Mobility Survey, six groups were formed, three income classes divided between workers and non-workers resulting in a total of 30,871 tours. Due to the different nature of data, the trip chaining behavior were modeled through a ordered logit model and mode choice modeled through a multinomial logit model. Results showed that the built environment had an effect on trip chaining, but that different classes are affected by different variables. Difference on the average income of the destination of a person and his home is significant across the studied populations, indicating that the trip chaining process might be sensible to how much one can afford in a region. The mode choice results showed that tours with more stops had a greater probability of using the car over transit, but it had no significant effects on choosing an active mode over car. By analyzing both results the research concludes that large trip chains may not be only in the realm of motorized travel.

Urban Freight Transport (UFT) is responsible for moving goods in urban areas to meet the needs of citizens, therefore, UFT is essential for economic development. However, the UFT contributes to the generation of adverse impacts on society and the environment, such as congestion and pollution. Since the UFT is, simultaneously, one of those responsible for maintaining the urban lifestyle and generating negative externalities that impact the lives of residents, this research assesses how the urban infrastructure and the negative externalities generated by the UFT influence the quality of life of the residents. It is assumed that urban infrastructure is the responsibility of public managers and influenced by the business community; negative externalities arise from UFT operations and are influenced by government actions. Finally, infrastructure and externalities influence the quality of life of residents. The research is carried out in Brasília, Brazil, a planned city with problems of heavy traffic, noise, air pollution and congestion. A questionnaire with 22 questions was developed to assess whether the negative externalities generated by the UFT, and urban infrastructure influence the perception of the population's quality of life. The questionnaire provides data to validate seven hypotheses developed for this research, presented via the web to the residents of the Plano Piloto of Brasília. 403 valid responses were obtained, which had their data analyzed by Structural Equation Modeling (SEM), with the Partial Least Squares approach (PLS-SEM). The Training Composite model is configured with two independent variables (Public Management and Private Management), two intervening variables (Infrastructure and Externalities) and one dependent (Quality of Life). The results show that the population's quality of life is more influenced by the negative externalities generated by the UFT than by the urban infrastructure, the first being negative and the second positive. In addition, the results show a strong influence of public and private management on externalities and, on the other hand, low influence of infrastructure. Finally, a roadmap indicates the issues that should be prioritized to improve the quality of life of the Plano Piloto de Brasília, which point out as a priority the capacity of the roads, the proper use, and the number of spaces for loading and unloading.