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The rise of the megacity presents unprecedented opportunities to understand the human urbanization phenomenon, and to observe the effects of multicore, polycentric cities growing together to effectively become one. This paper establishes the criteria for defining such megacities, discusses their characteristics and locations, and assesses the impact they are having and will have on tall buildings, urban development, transportation, infrastructure, and quality of life. [ABSTRACT FROM AUTHOR]

This article addresses reconfigurations of urban space in Central Asia through the lens of marshrutka mobility. Marshrutka-based transport is – together with the bazaar trade – a major sector of Central Asian economy. Although precise data are not available, estimates propose that one family in ten gains its income through it. In spite of its economic and social importance, there has barely been any research on marshrutka mobility so far. The marshrutka mobility phenomenon appears at once wide-ranging and elusive. In order to grasp its complexity, we propose a theory framework based on John Law's concept of fluidity and assemblage. Providing empirical insights from Khujand, in northern Tajikistan, the article addresses marshrutka mobility from a local perspective, notably with regard to regulatory processes of marshrutka-based transport. It also covers the trans-local perspective, with particular attention to global flows of ideas, vehicles, and people. [ABSTRACT FROM PUBLISHER]

Background: Neighborhood characteristics are important determinants of individual health and well-being. For example, characteristics such as noise and pollution affect health directly, while other characteristics affect health and well-being by either providing resources (e.g. social capital in the neighborhood), which individuals can use to cope with health problems, or limiting the use thereof (e.g. crime). This also suggests that there might be age differentials in the impact of these characteristics, since individuals at different stages of life might need different resources. However, there is a lack of empirical evidence on age differentials in associations between well-being, health, and neighborhood characteristics.Objective: This paper studies associations between a wide range of neighborhood characteristics with the health and well-being of residents of the greater Berlin area. In particular, we focus on differences in the effects between younger (aged 20-35) and older (aged 60+) residents.Methods: We used data from the Berlin Aging Study II (312 younger and 993 older residents of the Berlin metropolitan area in Germany). We used survey data on health and well-being, combined these with subjective perceptions of the neighborhood, and geo-referenced indicators on the neighborhood, e.g. amenities (public transport, physicians, and hospitals).Results: The results show that access to public transportation is associated with better outcomes on all measures of health and well-being, and social support is associated with higher life satisfaction and better mental health. There are considerable differences between both age groups: while the associations between access to public transport and health and well-being are similar for both age groups, neighborhood social capital shows stronger associations for older residents. However, the difference is not always statistically significant.Conclusion: Having access to services is associated with better health and well-being regardless of age. Local policy makers should focus on lowering barriers to mobility in order to improve the health and well-being of the population. Since the social capital of a neighborhood is associated with better health and well-being among older residents, investments that increase social capital (e.g. community centers) might be warranted in neighborhoods with higher shares of older residents. [ABSTRACT FROM AUTHOR]

The current model of organization of supply chains results in inefficient use of transport resources, high transport costs, increasing congestions and CO2 emission. This effect has been demonstrated by research conducted by the authors, as well as by the European Environmental Agency. This situation can be changed by development of alternative business model for collaboration in organisation of the transport processes within the supply chains. The aim of this paper is to present practical implementation of the T-Scale platform that enables collaboration among independent transport users and transport service providers. Moreover, an overview of existing communication platform with its major functionalities are presented. The work is summarized by the major benefits of collaboration achieved by the group of companies operating in the FMCG sector in Poland. [ABSTRACT FROM AUTHOR]

The purpose of this paper is to model the travel behaviour of socially disadvantaged population segments in the United Kingdom (UK) using the data from the UK National Travel Survey 2002–2010. This was achieved by introducing additional socioeconomic variables into a standard national-level trip end model (TEM) and using purpose-based analysis of the travel behaviours of certain key socially disadvantaged groups. Specifically the paper aims to explore how far the economic and social disadvantages of these individuals can be used to explain the inequalities in their travel behaviours. The models demonstrated important differences in travel behaviours according to household income, presence of children in the household, possession of a driver’s licence and belonging to a vulnerable population group, such as being disabled, non-white or having single parent household status. In the case of household income, there was a non-linear relationship with trip frequency and a linear one with distance travelled. The recent economic austerity measures that have been introduced in the UK and many other European countries have led to major cutbacks in public subsidies for socially necessary transport services, making results such as these increasingly important for transport policy decision-making. The results indicate that the inclusion of additional socioeconomic variables is useful for identifying significant differences in the trip patterns and distances travelled by low-income. [ABSTRACT FROM AUTHOR]

The Environmental Impact Assessment (EIA) procedure should predict and identify the major impacts of a project development that may cause specific spatial and temporal effects. Early in the EIA, the scoping stage provides all the relevant information on the impacts of the project alternatives. In particular, potential effects on the territorial network such as habitat connectivity loss and accessibility improvements should be taken into account in the various proposed layout alternatives when evaluating transport infrastructure projects. However, several authors have identified deficiencies in practice. The aim of this article is to provide a methodology for the assessment of these territorial impacts using adequate indicators in the early stages of the EIA procedure. The proposed method is based on a comparison of a range of alternative layouts for a railway line linking two population centres, using indicators calculated with geographic information systems. The methodology was applied to a case study – the rail link between Huelva (Spain) and Faro (Portugal) – and the high speed rail (HSR) and conventional rail were evaluated in different layouts. The method was effective in spatially identifying significant impacts on accessibility improvements, which occurred closer to the cross border area. The conventional railway alternatives have similar accessibility values to the HSR. The results also reveal that connectivity loss is not limited to the area around the infrastructure, but extends throughout the territory. The results are at variance with the initiative proposed by Spanish and Portuguese transport decision-makers, and raise the possibility of selecting a conventional railway option. An adequate territorial evaluation methodology enables the new action to be correctly assessed, and supplies the information required to propose the most suitable alternative from a socio-economic and environmental standpoint, regardless of whether this proposal was initially included in the transport policy. [ABSTRACT FROM AUTHOR]

University of the Punjab, Lahore, Pakistan being a largest educational and research institution, has remarkably large network of transportation system, covering an area of approximately 1761 square kilometers of Lahore District, to provide an efficient and low cost transit facility to university students, employees and their children. Present research has focused on existing transit stops service area analysis, using Geographical Information System (GIS), of the institute's transportation system to analyze the efficacy of transit network, user's access to transit stops and spatial gaps in the transit service. A recent survey of transit stops indicated that on an average 4,076 transit users were being served with 56 buses on 41 routes within study area. Suitable walking time of 8 minute or threshold distance of 624m with walk speed of 78m/ minute has been used as a standard to find the transit stop service area. Results showed that 26.43% of transit users were in a suitable walk access distance of 624 m from transit stops. More than 70% of the transit users in study area had walk time of more than 8 minutes to get to the transit stop. The outcome of present study will help in understanding the present transport network of the university in crucial decision making in future transport planning with respect to passenger demand in study area. [ABSTRACT FROM AUTHOR]

In recent years, railway stations have come to be seen as non-places within society, points of transit and nothing more. The role of the station in place making is disputed with stations seen as both creating and destroying a sense of place within a community. Our study is located within the railway stations of Scotland and explores how local communities have been empowered to reclaim, customise, and re-appropriate stations to simultaneously create a sense of place and better promote their community to the outside world. Drawing on ethnographic research we refute the notion that stations are somehow ‘placeless’. We show how through a process of legitimisation, a sense of ownership and appropriation of the station environment, communities are able to transform the station, improving hedonic value and recapturing a sense of place. [ABSTRACT FROM AUTHOR]

This article argues that vehicles, roads and routes merit a much more central place in theorizations of migration politics. This argument is developed in terms of three theses. First, the study of migration politics should examine how vehicles feature in the public mediation of migration and border controversies. Second, it is important to analyze vehicles as mobile sites of power and contestation in their own right. Third, an understanding of the materiality of transportation helps to explain how the vehicle can sometimes become a site of strategic political action. These arguments are in turn used to develop a concept of viapolitics as a contribution to literatures on migration, mobilities and power. Viapolitics orients us to see migration from the middle, that is, from the angle of the vehicle and not just the state. It also seeks to connect migration studies to the history of problematizations, cultural types and the mythopoetics of the road. [ABSTRACT FROM AUTHOR]

Purpose – The purpose of this paper is to identify and categorize the social and environmental impacts of transportation systems, and address the appropriate solutions to mitigate and manage these impacts in order to achieve sustainability. Design/methodology/approach – This research performs a comprehensive literature review to suggest a framework on socio-environmental impacts of transportation and related solutions. The proposed framework is analyzed through quantitative methods and a survey study in freight transport. Findings – Findings support the direct relation of potential solutions and socio-environmental impacts of transportation. All four categories of solutions (technological, socio-economic and political, cultural and behavioral, and infrastructure related) reveal direct impact on reduction of environmental impacts. However only technological solutions were found to be influential on social impacts of the transportation. Originality/value – To the best of the authors’ knowledge there has not been any comprehensive framework covering social and environmental impacts of transportation in the literature. In addition, this paper categorizes potential solutions to enhance socio-environmental performance of the transportation and investigates their effectiveness. [ABSTRACT FROM AUTHOR]

Transport negatively effects borne not only the environment, but they also have a negative impact on society and contribute to economic efficiency decrease and economic losses. The purpose of this article is to present economic and social approach to vibrations as the external cost of transportation. [ABSTRACT FROM AUTHOR]

Autonomous vehicles are currently among the most important activities in research and transport industry development. Being at the stage of prototypes undergoing extensive testing, these vehicles have the potential to replace human drivers in the next decade. This survey analyses all the aspects linked to the implementation of these new technologies. One by one, we will analyse the benefits, the costs and the risks that will arise following the transition from human driven automobiles to those operated completely autonomous. Moreover, another important element of this paperwork is the analysis of predictions and future trends in this field. We will highlight the changes produced at the level of transport activities and also the way in which these innovations will transform our society from other points of view. The impact that the introduction of autonomous vehicles will have on people will be a very strong one and, according to predictions and estimations, this transformation is closer than we think. [ABSTRACT FROM AUTHOR]

Research on public transportation systems has often focused on racialized and institutionalized dynamics that result in poor and ethno-racial minority neighborhoods being underserved. Few scholars have studied raced social interactions on the buses and trains themselves. In this article, I explore how legacies of racism are reproduced through raced social interactions on public buses and trains in Chicago. Drawing on over 3 years of ethnographic field work and interviews, this article demonstrates how ethno-racial minorities, particularly Blacks, experience racial hostilities that are often masked as nice-nastiness. Nice-nastiness is a type of individual expression that combines expressions of politeness with disdain and distancing. Nice-nastiness can be expressed as (1) pretending the 'other' does not exist; (2) whispering and lowering one's voice; (3) standing instead of taking a seat; (4) letting others have space for auditory expression; and (5) pseudo-swagger. I locate nice-nastiness on the racial microaggressions and color-blindness continuum and show that this expressive tool is shaped, at least in part, by the closeness, confinement and mobility of public transportation, where escape is not possible, unlike in wide-open spaces. I use public transportation as a space to examine how raced behaviors are enacted in everyday life, and shaped by confinement and motion. [ABSTRACT FROM AUTHOR]

Background: Physical activity and sedentary behaviour are independently associated with health outcomes, where physical activity (PA) is associated with health benefits and sedentary behaviour is associated with health risks. One possible strategy to counteract sedentary behaviour is to stimulate active transport use. As monitoring studies in the Netherlands have shown that among sedentary people the proportion of adults who engage in sports (hereafter: sports practitioners) is 62.3%, sports practitioners seem a feasible target group for this strategy. Previous studies have generally reported associations between neighbourhood characteristics and active transport use. However, the neighbourhood covers only part of the route to a certain destination. Therefore, we examined the association between perceived route features and transport choice when travelling up to 7.5 kilometres to a sports facility among sports practitioners. Methods: For 1118 Dutch sports practitioners - who indicated that they practice a sport and travel to a sports facility - age 18 and older, data on transport choice and perceived features of the route to a sports facility were gathered. Participants were classified into one of three transport groups based on their transport choice: car users, cyclists and walkers. Participants were asked whether perceived route features influenced their transport choice. Logistic regression was used to model the odds of cycling versus car use and walking versus car use in the association with perceived route features, adjusted for potential confounders. Results: Perceived traffic safety was associated with lower odds of cycling (OR: 0.36, 95% CI: 0.15-0.86). Perceived route duration was associated with lower odds of both cycling (OR: 0.54, 95%CI: 0.39-0.75) and walking (OR: 0.60, 95%CI: 0.36-1.00). Perceived distance to a sports facility and having to make a detour when using other transport modes than the chosen transport mode were associated with higher odds of both cycling and walking (ORrange: 1.82-5.21). What and who people encountered during their trip (i.e. visual aspects) was associated with higher odds of both cycling and walking (ORrange: 2.40-3.69). Conclusions: Perceived traffic safety, duration, distance, detour, and visual aspects, when travelling to a sports facility were associated with transport choice. Therefore, the perception of route features should be considered when stimulating active transport use among sports practitioners. [ABSTRACT FROM AUTHOR]

The article discusses aspects of possible technological innovations for the efficiency of rail freight transportation in Europe. It highlights the technological and organisational changes in command and control systems for satellite positioning, train formation and container transport. An overview on the key factors for improvement and consequent competitiveness in rail services reliability and cost reductions, is also given.

At the turn of the twentieth century bicycles and motorcars constituted a significant break from organic modes of mobility, such as walking, horses and camels. In Australia, such mechanical modes of personal transport were settler imports that generated local meanings and practices as they were integrated into the material, cultural and political conditions of the settler nation-in-the-making. For settlers, new technologies confirmed their racial superiority and reinforced a collective sense of their own modernity. Aboriginal people frequently expressed fear and epistemological confusion when they first encountered the strange vehicles. Contrary to settler investments in Aboriginal people as outside of the contemporary world, however, they soon incorporated bicycles and automobiles into their lives. Aboriginal people complicated that imagined divide between primitivism and modernity as they devised new pleasures, accommodations, resistances and collaborations through those new technologies. This article has been peer reviewed. [ABSTRACT FROM PUBLISHER]

What design features are associated with people choosing to walk vs. drive between activities within shopping districts? This exploratory study used mixed-logit discrete choice modelling to analyze survey responses from 286 retail pharmacy store customers who travelled by personal automobile to one of 20 San Francisco Bay Area shopping districts, and then visited at least two activity locations within the district. The 91 customers who walked rather than drove within the shopping district tended to travel shorter distances and have several other common personal characteristics. After controlling for these factors, respondents were significantly more likely to walk when the main commercial roadway had fewer driveway crossings and a lower speed limit. [ABSTRACT FROM PUBLISHER]

This paper examines the politics of mobility which surrounded the London 2012 Olympics. We provide a critical discussion of the mobility conflicts, problems and criticisms which emerged from our research with local people in the Stratford and wider Newham areas of London, where most Olympic events were located. The paper is divided into four broad parts. First, we identify and discuss the relevant components of the 'mobilities paradigm' in social science which underpin our analysis. Second, we briefly outline our research methods, centring particularly on fieldwork and interviews with different social groups. Third, we examine in detail the six main themes of mobility politics which were evident at London 2012, relating to social context, event construction, event mobility systems, commercial mobilities, the mobile politics of exclusion, and contested modes of mobility. In doing so, we seek to extend the mobilities paradigm by introducing various concepts and keywords - notably on the three-speed city, entryability, mobility panics, instrumental mobility, and corporate kettling - which may be utilized by social scientists to examine mobility systems in other social contexts. We conclude by reaffirming the significance of mobility-focused research at sport and other megaevents, and by indicating future lines of inquiry for social scientists. [ABSTRACT FROM AUTHOR]

Transport sustainability is an essential driving force towards achieving sustainable development. In particular, greenhouse gas ( GHG) reduction policies cannot overlook the growing importance of the transport sector as economies expand. In this context, it is important to assess the relationship between carbon dioxide ( CO2) emissions from the transport sector and economic growth, in order to design adequate transport policies. This paper tests the stated relationship for the Portuguese transport sector, using a non-linear cointegration methodology for the first time in this field. The main conclusion is that gross domestic product ( GDP) and CO2 emissions from transport exhibit an increasing monotonic relationship, indicating that economic growth per se will be insufficient to mitigate the emissions. Therefore, it is necessary to search for concrete public policies that can influence both passenger travel behaviour and freight mobility plans, so as to reduce CO2 emissions without compromising economic development. [ABSTRACT FROM AUTHOR]

The article discusses the role of transport infrastructure systems in energy transitions, with a particular focus on the advent of coal, oil, and electricity in the U.S. mid-Atlantic region during the 19th and early 20th centuries. According to the author, canals, pipelines, and wires played a significant role in the advent and the continuation of these practices. Emphasis is given to the social and economic aspects of transportation systems. Other topics include capital and consumer demand.

El artículo presenta un breve análisis de la transportación pública en Santa Fe, Argentina. Diversos temas discutidos incluyen la transformación social visto en el transporte de la ciudad, el aumento del uso de vehículos privados, las políticas públicas aplicadas para satisfacer la demanda y la oferta de transporte, y su influencia en la calidad de vida de los pasajeros.

Personal motor vehicle use is a common, yet dangerous, practice. While using a motor vehicle one poses himself and others to risk. If it is immoral to pose unnecessary risk to others, it is immoral to drive a car when an alternative is readily available. In this paper I claim that there is a morally better, readily available, alternative to driving a car alone: using a motorcycle. While this claim might sound dubious at first, I will show why it is sound and stands against all kinds of objections. I believe most people should switch from cars to motorcycles as their primary means of transportation, and governments should adopt policies to help people make this switch. [ABSTRACT FROM PUBLISHER]

In order to reduce the death toll of road traffic it is necessary to focus on how vehicles and roads can be improved. Like other dangerous machines, motor vehicles should be equipped with safety devices that prevent mistakes by the operator from leading to serious consequences. Speed limiters that prevent driving at illegal speeds would save many lives, and so would alcohol interlocks. Meshi Ori's proposal that most cars should be replaced by motorcycles would not lead to the moral improvement that he hopes for. We need motor vehicles with better, not worse, protection of the driver and passengers than the cars presently in use. [ABSTRACT FROM PUBLISHER]

Travel behaviour research indicates that travel decisions are usually influenced by accessibility as well as characteristics of the transport systems. Factors such as travel times, travel costs, waiting times, walking times have the most significant contributions in mode choice and travel decisions. In the case of developing countries however, the most influencing factors for travel behaviour and decisions are the social factors. This is very important for transport modellers and decision makers to realise in order to achieve appropriate design and implementations of various transport policies. The influence of social and economic factors on travel behaviour are discussed and investigated in this paper. In Saudi Arabia, a randomly selected sample of 1220 households was interviewed in the Tabuk city of the Saudi Arabia and data on their socio-economic and trip-making behaviour was obtained. The relative impact of socioeconomic variables on household travel behaviour was discussed and discrete choice models were calibrated. These types of studies can be useful in the development of plans, programs and policies for the improvement of transportation systems in urban areas of the Saudi Arabia and other similar countries in the region. The findings show that the social factors have the most important impact on travel behaviour in Saudi Arabia. [ABSTRACT FROM AUTHOR]

There is a growing interest in exploring the relationships between the built environment and auto ownership and a number of studies have investigated the impact of rail transit on travel behaviour. However, few have disentangled the impact of rail transit on auto ownership from the influences of the built environment and residential self-selection. Using the light rail transit (LRT) in the Minneapolis-St. Paul metropolitan area, USA, this study applies the statistical control approach and quasi-longitudinal design to examine the effects of LRT, neighbourhood design and self-selection on auto ownership. It is found that residential self-selection influences auto ownership; backyard size, off-street parking and business density marginally affect auto ownership; and the LRT does not have an independent impact on auto ownership beyond neighbourhood design and self-selection. The results point to the importance of neighbourhood design in rail transit development. [ABSTRACT FROM PUBLISHER]

We investigated the influence of neighborhood built form on sense of community in Perth, Western Australia. It was hypothesized that sense of community would be stronger in individuals living in pedestrian-friendly neighborhoods. Multivariate linear regression models explored associations between walking and sense of community, with progressive adjustment for objective and perceived neighborhood characteristics. Sense of community was positively associated with walking for transport and positive perceptions of neighborhood quality, and negatively associated with residential density. The findings highlight the influence of local area perceptions on sense of community that appeared to be more important than objective environment characteristics. However, the latter may influence perceptions, and this requires investigation. [ABSTRACT FROM PUBLISHER]

This mixed-methods qualitative case study and legal research analysis evaluates Super Bowl XLV's Mobility Assist program. This study expands venue Mobility Assist research (Mahoney & McMillen, 2011) and develops recommended policies and procedures to accommodate people with special needs or mobility limitations. This paper is based on the Americans With Disabilities Act (ADA) and the Americans With Disabilities Act Accessibility Guidelines (ADAAG), which require at least one continuous, unobstructed route be provided to and from public facilities. Findings indicate Super Bowl XLV's Mobility Assist program met the ADA and ADAAG requirements. Super Bowl XLV's Mobility Assist program demonstrates how other public venues and events may manage access to public entertainment, recreation, and leisure events. [ABSTRACT FROM AUTHOR]

This paper assesses the effects on suburbia of an energy transition to less carbon- or petroleum-intensive energy urban forms using a socio-technical theoretical perspective. The paper argues that while suburbia is the predominant form of urbanisation in advanced nations, especially North America and Australia, its socio-technical composition is insufficiently understood by urban scholars. Using a socio-technical theoretical perspective, the paper argues that suburbia should be seen a complex ‘assemblage’ that is configured through socio-material relations of land use, transport technology, energy and money credit. This system is also differentiated by social status and infrastructure access deficits. The paper argues that suburbia faces a number of socio-technical challenges from an energy transition principally due to heavy mobility reliance on motor vehicles. The paper sets out some potential trajectories of transformation for suburbia under an energy transition. [ABSTRACT FROM PUBLISHER]

Purpose – The main purpose of this study is to evaluate the social relevance of school transport in Flanders, Belgium, by using a social cost-benefit analysis (SCBA). Design/methodology/approach – The use of a SCBA already showed to be an appropriate tool for the appraisal of transport projects as it generates a large amount of information on the investment and its return for society. Findings – This paper clearly shows that organizing school transport is socially relevant, using a SCBA as a tool for evaluation. The analysis also provides insight in potential ways for improving school transport organization and financing and allows assessing whether further gains for society are possible. It reveals that the budget granted for the obligatory organization of school transport is not sufficient and that schools are generally forced to use part of their educational budget to be able to organize the (socially relevant) school transport. Practical implications – Findings from this study can assist schools and organizers of school transport in improving their organization. It demonstrates the strengths and weaknesses of the investment. Originality/value – Not many socio-economic evaluations of school transport have been done in literature. This study supports the use of SCBA within this context, further developing its use to answer similar research questions. [ABSTRACT FROM AUTHOR]

Cycling as a mode of transportation has many advantages for both cyclists and society: it is a low-cost, low-polluting, health-improving way to travel. In light of these benefits, a growing number of cities throughout the world are implementing policies to promote cycling, though they continue to struggle to identify the most effective ways to spend their limited resources. In response, transport researchers are also increasingly focusing their efforts on cycling, addressing a broader range of questions than in the past, including: how much cycling is there? What strategies will increase cycling? What are the benefits of increased cycling? This paper reviews the challenges that researchers face in providing answers to these questions by highlighting limitations of the existing research, identifying remaining research needs, and discussing methodological considerations for addressing those needs. Investments in cycling research can pay off by providing a basis for identifying the most effective strategies for increasing cycling and providing more accurate estimates of the benefits that would accrue. [ABSTRACT FROM PUBLISHER]

Abstract: Objective: To examine the uptake of cycling for recreation and transport, and relate these behaviors to individual, social, and environmental exposures over time. Method: Data were drawn from 909 adults in Time 2 (T2) (2005–2006) and Time 3 (T3) (2007–2008) of the RESIDE study (Australia). Demographics, perceptions of self-efficacy and social support related to cycling, neighborhood environment perceptions, and objective measures of the neighborhood were measured at T2. These were compared with uptake of cycling for recreation and transport at T3. Results: At T3, 54 (5.9%) had taken up cycling for recreation and 44 (4.8%) for transport. Positive perceptions of self-efficacy at T2 were consistently positively associated with the uptake of cycling for either purpose at T3. Respondents living in higher walkable neighborhoods (OR=1.63; 95% CI=1.02–2.62) or with higher objectively measured street connectivity (OR=1.80; 95% CI=1.05–3.07) were more likely to start cycling for recreation when compared with their reference groups. No significant relationships existed between objective measures of the neighborhood and uptake of cycling for transport. Conclusion: Interventions focusing on enhancing self-efficacy and generating social support will likely positively influence both cycling for recreation and transport; and providing infrastructure that creates physically supportive neighborhoods may increase cycling levels. [Copyright &y& Elsevier]

This article examines the role of rickshaws in colonial Hà Nội and Sài Gòn. The rickshaw was the most popular form of transportation between 1910 and 1935. Rickshaw circulation gave rise to issues of hygiene, safety, traffic control, taxation, convenience, comfort, aesthetics, accessibility, uses of public space, and morality. These increasingly contentious issues were debated within municipal councils, and also by the press and the public. Large French companies dominated rickshaw manufacturing while the downtrodden condition of rickshaw pullers sparked a debate among Vietnamese journalists and intellectuals who urged the suppression or reform of the trade. [ABSTRACT FROM AUTHOR]

Jules Verne’sLe Tour du monde en quatre-vingts jours, serialized in 1872 and published in English in 1874 asAround the World in Eighty Days, displays through its hero the character, in both senses of the term, of the new global public transport system that had transformed long-distance travel in the nineteenth century. Verne’s fiction imagines the community defined by this system in three particular elements: A high-speed public transport network creates a community of people by extending their synchronic collective sense of ongoing separate simultaneous activity and, collaterally, unifies them historically as contemporaries defined by the current mode, form and speed of their transport network; it creates this community of people irrespective of the individual purposes for which they use the transport system; and individuals comprehend this networked community by projecting an omniscient-like perspective through which they imagine themselves and others as circulating bodies in it. [ABSTRACT FROM PUBLISHER]

A long history of overt discrimination left an enduring racialized imprint upon the geography of the East Bay. While the benefits of a metropolitan decentralization of jobs, housing, and public investment fell to Whites, discrimination in employment and housing trapped African Americans in urban neighborhoods burdened by infrastructure encroachment and divestment. By circa 1970, overt discrimination succumbed to new, racially neutral, legal, and administrative forms, including regional planning processes. Using an environmental racism framework, we show that these new forms reproduced the existing racialized geography by means of new inequalities in representation and transportation service provision. These new regional transportation policies, like those challenged by a 2005 civil rights lawsuit, favored the mobility needs of more affluent suburbanites over those of African American East Bay bus riders. These policies, layered onto an existing racialized geography, reinforced existing inequalities by failing to address racial barriers to opportunity in the built environment. [ABSTRACT FROM AUTHOR]

Purpose – Travel is usually not valued in and of itself, but for the activities it allows people to partake in. Therefore, if change occurs in either the activities people perform, or in the means they use to perform them, the demand for travel is likely to change accordingly. Technologies have the potential to accommodate the activities people need or want to perform and how they perform them. The purpose of this conceptual paper is to increase the understanding of the complex relations between technologies developing outside the transport domain, social practices and travel, and the uncertainties that can result from these linkages. As such it draws attention to the interconnectivity of transport with other domains (e.g. healthcare, retail, leisure).Design/methodology/approach – The relations between non-transport technologies, social practices and travel are largely unintended and/or unanticipated. This study therefore utilised notions developed elsewhere of the mechanisms through which unintended consequences materialize. With these notions in mind, some selected examples of past, present and possible future technologies expose the possible indirect influences they can have on travel demand, thereby developing the conceptual understanding of these linkages.Findings – If policies are being developed to limit, change, or reduce people's travel then non-transport technologies may thwart those policy ambitions in serious ways or be realised in unexpected and surprising forms.Research limitations/implications – There appears precious little (quantitative) evidence of data that captures the relations between technologies, social practices and travel.Originality/value – This study is one of the first to examine the indirect impacts of technological developments occurring outside the transport domain on travel demand. [ABSTRACT FROM AUTHOR]

The article examines the ways in which the novels "Their Dogs Came with Them," by Helena María Viramontes, and "Tropic of Orange," by Karen Tei Yamashita, demonstrate the unjust and imperialistic nature of infrastructure and transportation development through their portrayals of the freeway system of Los Angeles, California. Topics addressed include the connection between increased mobility and population displacement, neoliberalism and globalization, and environmental justice.

Walking for transportation is associated with health benefits. Minimal theory-based research has examined social cognitive and environmental predictors. This study examined social cognitions (self-regulatory efficacy to plan/schedule and overcome barriers; distance and travel time cognitions) and an environmental factor (proximity) as predictors of walking for transportation. Participants ( n = 105) were university students, faculty, and staff, living within a walkable distance to campus. Social cognitions and proximity measures were completed at baseline, followed by walking for transportation to/from the campus over 2 weeks. A hierarchical multiple regression analysis predicted walking ( R2adjusted = .55; p < .05). Self-regulatory efficacy to plan/schedule and overcome barriers were independent predictors ( p's < .01). Findings supported theoretical contentions that self-regulatory efficacy predicts walking for transportation. [ABSTRACT FROM AUTHOR]

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Abstract: This paper presents the results of an interview- and web questionnaire-based study into the ethics-related dilemmas of researchers in the field of cost–benefit analysis (CBA) in the Netherlands. The results reveal first that ethical codes are only known to a limited extent by researchers in the Dutch CBA community, and formalized. Second, having the promoter of major infrastructure projects as the client for ''independent'' ex ante CBA of those projects creates a conflict of interest, and limits the usefulness of CBA in modern societies. Third, respondents with a university background tend to value the interests of society more highly than consultants, who value the client''s interests more. Fourth, role-related dilemmas can easily occur. A first dilemma in this category relates to the trade-off between the quality of research and constraints (on time, money, and delivery), a second dilemma relates to what research a university should or should not do, a third dilemma follows from the publication culture at universities. Fifth, the respondents believe that the Dutch OEI-guidelines (guidelines that explain that a CBA should be carried out for large national infrastructure projects, including how these CBAs should be carried out) increased the quality of CBAs for national projects in the Netherlands and reduced ethical dilemmas for researchers. We present several possible implications of our research, including arguments for developing codes of conduct for clients of research; doing CBA for more than only large national projects; and an independent second opinion or an independent committee supervising the CBA research. [Copyright &y& Elsevier]

Abstract: Objective: Cycling confers individual and population-level health benefits, but uptake is not always equitable across socio-demographic groups. We sought to examine inequalities in uptake and usage of London''s Barclays Cycle Hire (BCH) scheme. Method: We obtained complete BCH registration data, and compared users with the general population. We examined usage levels by explanatory variables including gender, small-area income-deprivation and local cycling prevalence. Results: 100,801 registered individuals made 2.5 million trips between July 2010 and March 2011. Compared with residents and workers in the central London area served by the scheme, registered individuals were more likely to be male and to live in areas of low deprivation and high cycling prevalence. Among those registered, females made 1.63 (95%CI 1.53, 1.74) fewer trips per month than males, and made under a fifth of all trips. Adjusting for the fact that deprived areas were less likely to be close to BCH docking stations, users in the most deprived areas made 0.85 (95%CI 0.63,1.07) more trips per month than those in the least deprived areas. Conclusion: Females and residents in deprived areas are underrepresented among users of London''s public bicycle sharing scheme. The scheme''s planned expansion into more deprived areas has, however, the potential to create a more equitable uptake of cycling. [Copyright &y& Elsevier]

By the 1920s the Netherlands was a 'cycling nation', courtesy of an extensive network of bicycle paths throughout the country, a politically influential cyclists' organisation, and a bicycle tax, which meant that cyclists were formally provided for. German cyclists' organisations never achieved the political influence of their Dutch counterpart. In the Weimar Republic the National Socialist regime produced geographically uneven traffic regulations, and promoted motorised traffic that also entailed the separation of different flows of traffic. The construction of cycling paths increased significantly but the German network remained scantily developed in the late 1930s in comparison to its Dutch counterpart. [ABSTRACT FROM AUTHOR]