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Wildlife mortality due to collisions with vehicles (roadkill) is one of the predominant negative effects exerted by roads on many wildlife species. Reducing roadkill is therefore a major component of wildlife conservation. Roadkill is affected by various factors, including road attributes and traffic volume. It is theorized that the effect of traffic volume on roadkill probability should be unimodal. However, empirical evidence for this theory is lacking. Using a large‐scale roadkill database of 18 wildlife species in Israel, encompassing 2846 km of roads over 10 years, we explored the effects of traffic volume and road attributes (e.g., road lighting, verge vegetation) on roadkill probability with a multivariate generalized linear mixed model. A unimodal effect of traffic volume was identified for the striped hyena (Hyaena hyaena), whereas 5 species demonstrated a novel quadratic U‐shaped effect (e.g., golden jackal [Canis aureus]). Four species showed a negative linear effect (e.g., wild boar [Sus scrofa]). We also identified varying effects of road attributes on roadkill. For instance, road lighting and roadside trees decreased roadkill for several species, whereas bus stops and concrete guardrails led to increased roadkill. The theorized unimodal effect of traffic volume may only apply to large, agile species, and the U‐shaped effect could be related to intraspecies variability in traffic avoidance behavior. In general, we found that both high‐traffic and low‐traffic roads can pose a high mortality risk for wildlife. It is therefore important to monitor roadkill on low‐traffic roads and adapt road attributes to mitigate roadkill. Road design for effective roadkill mitigation includes reducing the use of concrete guardrails and median barriers where possible and avoiding dense bushes in verge landscaping. These measures are complemented by employing wildlife detection systems, driver warnings, and seasonal speed reduction measures on low‐traffic roads identified as roadkill hotspots. [ABSTRACT FROM AUTHOR]

It is common to observe the epidemic risk perception (ERP) and a decline in subjective well-being (SWB) in the context of public health events, such as Corona Virus Disease 2019 (COVID-19). However, there have been few studies exploring the impact of individuals' ERP within living space on their SWB, especially from a geographical and daily activity perspective after the resumption of work and other activities following a wave of the pandemic. In this paper, we conducted a study with 789 participants in urban China, measuring their ERP within living space and examining its influence on their SWB using path analysis. The results indicated that individuals' ERP within their living space had a significant negative effect on their SWB. The density of certain types of facilities within their living space, such as bus stops, subway stations, restaurants, fast food shops, convenience shops, hospitals, and public toilets, had a significantly negative impact on their SWB, mediated by their ERP within living space. Additionally, participation in out-of-home work and other activities not only increased individuals' ERP within living space, but also strengthened its negative effect on their SWB. [ABSTRACT FROM AUTHOR]

This study investigates traffic safety perceptions of motorcyclists and car drivers toward risky bus driving behaviors (RBDBs) in mixed traffic flow (MTF). The study identified 10 RBDBs and employed images in a unique questionnaire survey. Further, permutation tests were employed to compare perceptions of motorcyclists in scenarios involving bus-motorcycle-car flow and bus-motorcycle flow and to compare their perceptions to those of car drivers'. Moreover, heteroskedastic generalized ordered logit regression models were utilized to predict traffic safety perceptions of motorcyclists and car drivers toward RBDBs. High-speed bus driving is perceived as the most dangerous situation, while continuous flashing of lights at vehicles in front is perceived as the least dangerous. The permutation test revealed that motorcyclists tend to perceive RBDBs as less dangerous in bus-motorcycle flow than in mixed flow with cars, while car drivers consider them safer than motorcyclists. The regression model revealed that among the RBDBs, bus moving at high speeds, abruptly overtaking, abruptly changing lanes, and suddenly pulling over at bus stops are perceived as the most dangerous by motorcyclists and car drivers. The study also discusses the relationships between the socio-demographic characteristics of motorcyclists/car drivers and their safety perception toward RBDBs. These findings could inform the development of interventions to reduce RBDBs and improve traffic safety for motorcyclists and car drivers. [ABSTRACT FROM AUTHOR]

The main objective of the research is to determine the efficiency in population and area coverage of the set of bus stops to existing land uses in the city, allowing the identification of possible shortcomings, which leads to the formulation of restructuring proposals in terms of the location of the stops. The research methodology to be applied includes the use of geostatistical models of accessibility based on GIS-type digital tools, supported by the collection of field information and road inventories. As a main result, it is obtained that the stop-system coverage allows the access of more than 80% of the population in a trip time by walking less than 5 minutes. Likewise, it is possible to identify a robust redundancy concerning the system of stops. Thus, it is concluded that the research process facilitates the evaluation and identification of possible interventions, guaranteeing a better coverage of the stops set regarding the city's existing activities. [ABSTRACT FROM AUTHOR]

Transportation is one of the state's tools to drive the economy, the Jabodetabek community already has a fairly good means of transportation, one of which is the Transjakarta Bus. Transjakarta buses have also developed their routes and one of the routes that is quite busy is Puri Beta 2 - Latuharhari corridor L13E. Although Transjakarta Route L13E is operated by Express, there are still problems with the frequency of bus arrivals. This is because the L13E route does not fully have a dedicated path. There are still some segments mixed with other traffic. The purpose of this study is to determine and analyze the Transjakarta Bus Performance of Puri Beta 2 – Latuharhari L13E Route. The method used for this research is a survey method to the field to obtain research data. After the data is obtained, then an operational performance analysis will be carried out on performance indicators based on the standards of the Decree of the Director General of Land Transportation No.SK.687 / AJ.206 / DRJD / 2002. From the results of the study of seven operational performance indicators referring to the Decree of the Directorate General of Land Transportation No.687 / AJ.206 / DRJD / 2002 obtained five indicators with category A (Good), namely: 1) Headway (time between), 2) Load Factor (Load Factor), 3) Travel speed, 4) Service Time, 5) Waiting time. While there are 2 indicators with category B (Medium), namely: 1) Frequency, 2) Travel Time. Based on the overall assessment of the Operational Performance of the Directorate General of Land Transportation Decree No.687/AJ.206/DRJD/2002, Transjakarta Bus L13E obtained an A or Good grade. Based on the calculation of the maximum load factor, it is found that the bus stop that has the highest number of passengers or maximum load factor on weekday morning direction 1 towards Latuharhari is Adam Malik stop to Velbak stop, this also happens on weekend morning direction 1 towards Latuharhari, this is because Adam Malik bus stop is a bus stop that is quite busy with universities and densely populated areas and is also one of the stops of choice for the surrounding community to travel to the center city. In this study, it was also found that the maximum load factor on Weekday afternoon direction 2 towards Puri Beta 2 occurred at the Patra Kuningan stop to the Velbak stop, this is because the Patra Kuningan stop is an office area and also the Velbak stop is one of the choices for service users to be able to move to other modes of transportation. [ABSTRACT FROM AUTHOR]

The article titled "INVINCIBLE: CALLING IN THE GUARDIANS AND WITNESSES" is published in the International Journal of Child, Youth & Family Studies. It discusses the INVINCIBLE project, which is an arts-based storytelling project featuring the stories and artwork of Indigenous youth in care. The project is youth-led, with the INVINCIBLE youth researchers imagining, designing, and creating the stories and artwork. The article emphasizes the importance of refusal as an anticolonial strategy and highlights the power of storytelling in reclaiming Indigenous practices of well-being. The authors express their gratitude to the ancestors and families of the lək̓ʷəŋən and WSÁNEĆ nations, as well as to all Indigenous children and youth who have grown up in colonial systems. [Extracted from the article]

The Electric Bus Dynamic Wireless Charging (EB-DWC) system is a bus charging system that enables electric buses to receive power wirelessly from ground-based electromagnetic induction devices. In this system, how to optimally configure the charging infrastructures while considering the unpredictable nature of bus movement is a great challenge. This paper presents an optimization problem for an EB-DWC system in urban settings, addressing stochastic elements inherent in the vehicle speed, initial charging state, and dwell time at bus stops. We formulate a stochastic planning problem for the EB-DWC system by integrating these uncertainties and apply Monte Carlo sampling techniques to effectively solve this problem. The proposed method can improve the system's robustness effectively. [ABSTRACT FROM AUTHOR]

The bilateral Bus Rapid Transit (BRT) system is a kind of BRT system in which the stops are located in the middle of the transit lane. By simultaneously serving transit lines in opposite directions, it is particularly designed to save space resources and enhance service quality. To improve the operational efficiency of the bilateral BRT, this paper optimizes the operational performance of bilateral BRT with elastic demand. The objective is to minimize the generalized time cost per passenger of the system by jointly optimizing the headway and number of stops of bilateral BRT. The cost includes the agency operating and user travel. The optimal design model is formulated as a mixed-integer program and solved using a fuzzy analytic hierarchy process (FAHP) and a genetic algorithm (GA). We conduct a case study and sensitivity analysis to show the effectiveness and reliability of the proposed approach. We conclude that the optimized minimum generalized cost per passenger is lower than the actual case for all demand levels, especially at off-peak hours, by about 22.5%. In addition, we find that the weights of agency and user costs have the most significant impact on headway, whereas the influence of walking, vehicle speed, and route length is minimal. In contrast, the optimal number of BRT stops is mostly influenced by the route length, and walking speed has essentially no effect on the optimal number of stops. Finally, we find that the generalized cost per passenger at peak hours is 10% to 15% smaller than at off-peak hours in various scenarios. [ABSTRACT FROM AUTHOR]

Urban transportation is pivotal in facilitating citizen mobility, and within this sphere, the thermal comfort experienced at bus stops significantly impacts pedestrians' well-being. This research delves into the analysis of direct sun glare at bus stops utilizing Mobile Laser Scanning (MLS) point clouds. Solar angles are calculated to evaluate sun rays, focusing particularly on the summer solstice, and considering the integration of trees to alleviate direct sun glare. The methodological approach comprises four stages: 1) Semantic segmentation of the bus stop environment, 2) Sun glare analysis, 3) Sun glare analysis integrating trees, and 4) Subsoil investigation with Ground-Penetrating Radar (GPR). Various algorithms, including DBSCAN and filters for height, width, and intensity, are employed to classify different elements contained in the bus stop. Sun rays are then derived based on sun angles, identifying intersections with street elements and vertical structures like bus stops or facades. Subsequently, these intersections are recalculated, incorporating trees in the bus stop vicinity. Finally, GPR is utilized to assess the viability of adding trees. Three bus stops in Vigo, Spain, serve as the focal points of analysis. The study delineates specific time intervals when sun rays either encounter new vegetation obstacles or remain unobstructed. While both small and large trees show potential in reducing sun glare, larger trees notably exhibit greater effectiveness in blocking sun glare for extended periods. [ABSTRACT FROM AUTHOR]

Advances in information technologies and vehicle automation have birthed new transportation services, including shared autonomous vehicles (SAVs). Shared autonomous vehicles are on-demand self-driving taxis, with flexible routes and schedules, able to replace personal vehicles for many trips in the near future. The siting and density of pick-up and drop-off (PUDO) points for SAVs, much like bus stops, can be key in planning SAV fleet operations, since PUDOs impact SAV demand, route choices, passenger wait times, and network congestion. Unlike traditional human-driven taxis and ride-hailing vehicles like Lyft and Uber, SAVs are unlikely to engage in quasi-legal procedures, like double parking or fire hydrant pick-ups. In congested settings, like central business districts (CBD) or airport curbs, SAVs and others will not be allowed to pick up and drop off passengers wherever they like. This paper uses an agent-based simulation to model the impact of different PUDO locations and densities in the Austin, Texas CBD, where land values are highest and curb spaces are coveted. In this paper 18 scenarios were tested, varying PUDO density, fleet size and fare price. The results show that for a given fare price and fleet size, PUDO spacing (e.g., one block vs. three blocks) has significant impact on ridership, vehicle-miles travelled, vehicle occupancy, and revenue. A good fleet size to serve the region's 80 core square miles is 4000 SAVs, charging a $1 fare per mile of travel distance, and with PUDOs spaced three blocks of distance apart from each other in the CBD. [ABSTRACT FROM AUTHOR]

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High sunlight and poor air quality in the city of Bandung affect the level of visual comfort. In designing bus stops, space is needed that has visual comfort so that the facilities are maintained and can function well. This research was conducted to determine visual comfort as measured using the Daylight Factor (DF) at bus stops in Bandung. The method used is a quantitative experiment using Drajmarsh and Ladybug software. To identify a bus stop design with stable visual comfort, analysis was conducted at various times and places. The results of the study are guidelines for creating publicly accessible spaces, such as bus stops, in Bandung that make utilization of natural light from the sun from morning to night. This light is crucial for visual information, thermal comfort, and building energy efficiency.

Hundreds of millions of internal migrants are present in cities in the developing world. Accurately predicting their commuting mode choice and clarifying the effect size of the influencing factors have become increasingly indispensable for formulating and executing socially inclusive transportation plans and policies. Yet, scholarship on internal migrants' travel mode choice is still scarce, particularly in the context of developing country. This study attempts to partly fill this gap. Using empirical data from Xiamen, China, it applies the Light Gradient Boosting (LightGBM) approach, a high-efficiency and high-performance machine learning framework, to predict the commuting mode choice of both the internal migrants and locals. The results show that (1) The built environment has larger impacts on locals' mode choice than on migrants'; (2) For both the migrants and locals, the relative importance of the built environment in predicting commuting mode choice exceeds that of socio-demographics and trip characteristics; (3) Distance to the closest commercial center is the most important factor influencing commuting mode choice of both groups, and bus stop density also contributes a great deal; hence, regional accessibility and transit infrastructure can be given higher priority in intervening the commuting behaviors of migrants and locals. (4) The LightGBM models yield rather high prediction accuracy; their results are further compared with those of conventional discrete choice models and are found to be generally consistent with the latter. Those findings can help inform decision-makers about nuanced policies concerning meeting locals' and migrants' travel demands. [ABSTRACT FROM AUTHOR]

Barriers to public transport use may be experienced differently by people with various types of disabilities (e.g., physical, intellectual, cognitive, sensory). Thus, it is important to identify the variable needs within each element of the travel chain. For example, the unavailability or low volume of auditory announcements in a stop or station or on the public transport vehicle may be a barrier to people with visual disability who rely on hearing the information. Consequently, this could provoke negative emotions and unpleasant experiences, which may not be the case for people with physical disabilities. The primary objective was to describe the barriers and facilitators to using public transport experienced by people with disabilities (PWD). The secondary aim was to explore experiences in terms of self-efficacy and satisfaction, when using public transport among people with disabilities. A scoping review was conducted. The search was performed in MEDLINE, TRANSPORT DATABASE, PsycINFO, EMBASE, and WEB OF SCIENCE from 1995 to 2023. Of 6,820 citations identified, 34 articles were included in the review for extraction. The main physical and social barriers included lack of ramp, long walking distance, long waiting time, unavailability of information at bus stop or station, and drivers' negative attitudes towards PWD. Personal factors that prevented the use of public transport included lack of confidence, and decreased satisfaction with public transport use. Strategies such as providing ramps on public transport vehicles, availability of kneeling buses and courtesy of bus drivers, and travel training were considered as enablers to the use of public transport that can lead the improved self-efficacy and satisfaction. In conclusion, this review identified the physical and social barriers and facilitators in travel chain, and highlighted issues related to lack of confidence or self-efficacy and decreased satisfaction when PWD and older adults are using public transport. Identifying and understanding the barriers and facilitators to the use of public transport by PWD is a milestone that may help policy makers and transport operators around the world to develop and implement interventions enabling access, use and inclusion of this mode of transport, as the experiences of PWD when using this mode of transport have an impact on their well-being. [ABSTRACT FROM AUTHOR]

The development of public transport in Surakarta City can be seen from the existence of Batik Solo Trans Corridor-6. This route passes through several types of land uses so that the passengers are very diverse. This article is focused on analyzing the user characteristics and their assessment of the service performance and operations. The data required consist of: bus arrival/departure time, number of passengers getting on/off, distance between stops, number of passengers, and occupancy rate. Data were collected by distributing questionnaires offline on the bus to obtain respondents. The performance analysis refers to the Minister of Transportation Regulation, and the World Bank. The analysis results show that the majority of respondents were female, aged 15–25 years, and students. Other results show that most BST users change modes once, using private vehicles and walking, and come from the Timuran to the Al Islam High School Bus Stop. Operational parameters that meet the standards are headway, travel speed, and stopping time, while those that do not meet the standards are the load factor and travel time. However, the respondent satisfaction level obtained was 76.78%. This value states that the service is still in the good category according to what is felt when using the service. [ABSTRACT FROM AUTHOR]

Objective: Reducing children’s exposure to unhealthy food marketing is crucial to combat childhood obesity. We aimed to estimate the reduction of children’s exposure to food marketing under different policy scenarios and assess exposure differences by socio-economic status. Design: Data on children’s exposure to unhealthy food marketing were compiled from a previous cross-sectional study in which children (n 168) wore wearable cameras and Global Positioning System (GPS) units for 4 consecutive days. For each exposure, we identified the setting, the marketing medium and food/ beverage product category. We analysed the percentage reduction in food marketing exposure for ten policy scenarios and by socio-economic deprivation: (1) no product packaging, (2) no merchandise marketing, (3) no sugary drink marketing, (4) no confectionary marketing in schools, (5) no sugary drink marketing in schools, (6) no marketing in public spaces, (7) no marketing within 400 m of schools, (8) no marketing within 400 m of recreation venues, (9) no marketing within 400 m of bus stops and (10) no marketing within 400 m of major roads. Setting: Wellington region of New Zealand. Participants: 168 children aged 11–14 years. Results: Exposure to food marketing varied by setting, marketing medium and product category. Among the ten policy scenarios, the largest reductions were for plain packaging (60·3 %), no sugary drink marketing (28·8 %) and no marketing in public spaces (22·2 %). There were no differences by socio-economic deprivation. Conclusions: The results suggest that plain packaging would result in the greatest decrease in children’s exposure to food marketing. However, given that children are regularly exposed to unhealthy food marketing in multiple settings through a range of marketing mediums, comprehensive bans are needed to protect children’s health. [ABSTRACT FROM AUTHOR]

Aiming to improve thermal environment for outdoor public spaces, the author had been developing a unit‐type green parklet for parking lots that both introduce greenery into cities and produce walkable urban spaces. In this study, the author examined and created a full‐size unit‐type green parklet, installed it in a parking lot adjacent to sidewalk space next to a bus stop in the traditional urban area, Kyomachi district, of Kumamoto City, and investigated the improvement to summer thermal environment from a field measurement and its usage by people from user survey in summer (from August 30 to September 5, 2022). The results showed that although the parklet shaded with the parasol and greening units, air temperature dropped by only a maximum of 1°C in daytime. Given the characteristics of parking lot as a location, it was confirmed that not only the wind and airflow conditions was blocked and worsened, but reflected solar radiation from the surroundings and generated heat from parked cars degraded air temperature and MRT from the field measurement. Furthermore, it was confirmed to be ensured the visibility of the surroundings when sitting on the parklet bench for the users waiting for a bus from user survey. [ABSTRACT FROM AUTHOR]

This paper analyzes sexual themes in two major works by William Inge, a Kansas playwright and closeted homosexual noted for his sympathetic portrayals of lonely, frustrated women. More specifically, it focuses on the highly differentiated descriptions of male and female characters in Come Back, Little Sheba and Bus Stop, as well as the portrayal of male-male relationships in the latter. Both plays (along with Picnic and The Dark at the Top of the Stairs) were among the remarkable string of Broadway successes enjoyed by Inge during the 1950s. Although Inge's sexuality is not directly mentioned in any of his major plays, there are subtle references to it in these two, at least, especially in the lavish attention shown by Inge to male bodies in the stage directions of both, and the surprisingly tender relationship between the cowboys Bo and Virgil in Bus Stop. Before beginning our analysis of sexual themes in these plays, we shall examine the more forthright treatment of homosexuality in some of Inge's minor works, including several one-act plays and the two novels he wrote towards the end of his life. Inge has been unjustly overlooked in critical and theatrical circles since his death in 1973, and it is hoped that the greater interest being shown today in LGBTQ+ artists may lead to a revival of interest in his work. [ABSTRACT FROM AUTHOR]

Purpose: Transportation, access to follow-up care, and association with weight loss are understudied in the bariatric population. The objective of this study was to determine how transportation variables associate with postoperative attendance and weight loss through 24 months. Materials and Methods: Seven hundred eighty-seven patients (81.3% female; 59.1% White) who had primary surgery (48.6% gastric bypass) from 2015 to 2019 were included. Sidewalk coverage and number of bus stops from patients' homes, driving distance in miles and minutes from patients' homes to the nearest bus stop and the clinic were measured. Bivariate analyses were conducted with the transportation variables and attendance and %TWL at 2 or 3, 6, 12, and 24 months. One mixed multilevel model was conducted with dependent variable %TWL over 24 months with visits as the between-subjects factor and covariates: race, insurance, surgical procedure, and driving distance to the clinic in minutes, attendance, and %TWL over 24 months; an interaction between distance, attendance, and visits. Results: There were no significant differences between the majority of the transportation variables and postoperative attendance or %TWL. Patients who had perfect attendance had improved %TWL at 12 months [t(534)=−1.92, p=0.056] and 24 months [t(393)=−2.69, p=0.008] compared to those who missed at least one appointment. Patients with perfect attendance and who had shorter driving times (under 20 min) to the clinic had greater weight loss through 24 months [F(10, 1607.50)=2.19, p=0.016)]. Conclusions: Overall, transportation factors were not associated with attendance and weight loss, with the exception of the interaction between shorter driving minutes to follow-up and perfect attendance. [ABSTRACT FROM AUTHOR]

Conventional design methods and current tools infrequently link performance with the geometry of the design. These methods rarely enable backtracking through the design process and can't achieve full performance criteria. In this context, using both procedural geometry and information from numerical assessments and performance simulations should be discussed to support the search for effective solutions. Architects have gained control over the process of design by utilizing parametric methods to generate a sustainable design that interacts with sustainable, climatic, and environmental restrictions, particularly in hot arid zones where outdoor life is overlooked. This paper will discuss the performanceoriented design and a specific workflow empirical methodology that explores design alternatives of outdoor solar parametric shades for urban spaces with the aim of merging performance assessments in the initial phases of the design process to achieve maximum thermal comfort. This workflow includes parametric modelling using (Grasshopper) along with genetic algorithms (Galapagos), and the environmental tool (Ladybug). The design solutions were generated by evolutionary algorithms in accordance with the thermal performance requirements and simulations to evaluate their shading and thermal comfort efficiency. This will be illustrated through a case study of a bus stop static shade concentrating on the cladding of the geometry, especially on the solar radiation parameter. The study that will be discussed in this paper is a simulation study that will combine simulation techniques with a parametric approach and genetic algorithm optimization in a generative evaluation methodology for reducing the radiation under outdoor shades in hot dry climate areas. The optimum alternative/was determined based on the fitness value of incident radiation, and the process was iterated for a particular date and time. [ABSTRACT FROM AUTHOR]

Public transportation out of suburban or rural areas is crucial. Feeder transportation services offer a solution by transporting passengers to areas where more options for public transport are available. On one hand, fully flexible demand‐responsive feeder services (DRFSs) efficiently tailor their service to the needs of the passengers. On the other hand, traditional feeder services provide predictability and easier cost control. In this article, a semi‐flexible DRFS is considered, which combines positive characteristics of both traditional services as well as fully flexible services. This feeder service has two types of bus stops: mandatory bus stops and optional bus stops. Mandatory bus stops are guaranteed to be visited by a bus within a certain time interval. Optional stops are only visited when there is demand for transportation nearby. The performance of this feeder service is optimized with the use of a new type of metaheuristic framework, which we denote as parameter space search. Experimental results on small benchmark instances indicate that the heuristic performs on average 12.42% better than LocalSolver, a commercial optimization solver, with an average runtime of 2.1 s. Larger instances can also be solved, typically within 2 min. [ABSTRACT FROM AUTHOR]

This paper discusses the use of smart card big data to understand and evaluate the public transport network in Seoul, South Korea. Smart card data (SCD) trap multiple transit modes and cover a large population, thus providing accurate and detailed trajectory information compared with traditional survey data. The focus of this study was on understanding route choice behaviours on multi-modal routes (MMRs) by redefining the route choice problem for MMRs as a transfer subway station selection problem. The study generated accurate and realistic alternative routes by creating hyperpaths, considering overlapping bus lines and the existence of more than one bus stop around subway stations using a multinomial logit model based on 1 year of SCD. The trained models were determined to be general enough by validating them with a 6-month SCD validation set. [ABSTRACT FROM AUTHOR]

We propose a methodology for optimization of service headway and stop spacing along a low-demand bus route that minimizes operator and user costs. This study develops analytical cost models that are representative of low-demand routes by using negative binomial distribution for passenger demand for boarding and alighting pattern to estimate the probability of stopping and both random and planned arrival of passengers are considered to estimate the waiting time. Pareto optimal solutions obtained using multi-objective evolutionary algorithm, NSGA-II indicate that optimal values of headway and stop spacing are underestimated if optimized based on assumptions typical of high-demand routes which is passenger demand for boarding and alighting at bus stops randomly following a Poisson process. With the aid of the study methodology, transit planners will be able to improve the service utilization and passenger accessibility along an under-performing low demand routes by recommending minimal modifications to the existing route and bus schedule. [ABSTRACT FROM AUTHOR]

The rise in automobiles within rapidly developing nations in SubSaharan Africa necessitates the exploration of sustainable transportation alternatives, especially in urban regions. Walking and cycling are essential active modes of transport that can improve city residents' well-being and economic vitality. However, their adoption as mobility choices depends on infrastructure limitations and residents' perception of their safety. This study investigates the impact of socio-demographic and neighborhood characteristics on the safety perception of active mobility within the Accra metropolis of Ghana. The study utilized survey data on residents' mobility habits and willingness to use active transport modes for daily commutes. Most of the respondents are permanent residents of Accra, and 51% are between 18-35 years old. The developed random parameter ordered logit model reveals that the perception of safety varies across the population and is influenced by respondents' demographic characteristics and neighborhood configuration. Notably, factors related to walking duration to bus stops, income level, and household size, unplanned neighborhoods, among others, decrease residents' safety perception of active mobility. The study offers valuable insights that can aid in planning future urban active mobility systems in Accra to establish safer and more sustainable transportation choices for the city's residents. [ABSTRACT FROM AUTHOR]

Stakeholders expect emerging urban air mobility (UAM) services that use electric vertical takeoff and landing (eVTOL) aircraft to revolutionize transportation systems. However, to be effective, eVTOL facilities, known as vertiports, must seamlessly integrate with the existing multimodal transportation infrastructure. This research analyzes how to best integrate vertiports with the existing public transit network of a city, with San Francisco in the United States as a case study. This study developed a composite optimization model to identify the locations for an optimum number of vertiports within each of the eleven (11) supervisorial districts of San Francisco that would minimize the network distance to its bus stops. The results revealed that 38 locations for vertiports covered 3245 bus stops with an average walk time close to 10 min. Walking 10 min from each vertiport would cover 41.6% of the total road network length and 49.8% of all bus stop locations. Power-law regressions of the average distances as a function of the number of vertiports will help planners to make informed decisions about the optimal vertiport placements in each district by identifying diminishing returns in travel-time savings, and adjustments that consider income and population as additional demand factors. [ABSTRACT FROM AUTHOR]

Previous research showed that living closer to bus stops could be a factor in promoting a healthy and active lifestyle. However, most of the studies relied on self-reported measures of distance, which might be affected by several confounders. In this study, self-reported distances among study participants were compared to actual ones, computed by the use of GIS (Geographic Information System) technology and routing algorithms. We tested whether distance to the bus stop is associated with health and socioeconomic conditions of the respondents, using data among 2398 older people (75–90 years) in three cities in Sweden. We found that several variables including older age, female gender, living alone, and worse health status are associated with an over-estimation of bus stop distance. People who use public transport daily or several times a week and are satisfied with the walking environment in the neighbourhood tend to underestimate bus stop distances. Evidence based on self-reported measures only should be treated cautiously. Considering the limitations still present in open-data-based routing algorithms, the best indication is to combine the subjective with the objective measure of distance. Having the possibility to combine the two measures appears as a sound strategy to overcome the limitations associated with each single measure. [ABSTRACT FROM AUTHOR]

This paper presents a study regarding the factors affecting the maximum distance travelers are willing to walk to a bus stop. The study focuses on bus services provided at and walking routes towards bus stops. Travelers’ evaluations are collected using a stated preference experiment. Based on 7911 evaluations of 879 respondents, a latent class ordered logit model is estimated showing that both bus service and walking route related attributes significantly contribute to the maximum distance travelers are willing to walk from home to a bus stop. The parameter estimates show that the most influential attributes are the bus frequency at the bus stop and the presence of street lighting along the route between home and bus stop. The model also shows that based on the evaluations three different classes of respondents can be distinguished. Membership of a class depends on traveler related characteristics: gender, residential area, and bus use.

This chapter concentrates on the issue of creating a unitary memory for a country’s heinous past and the complexities of vicarious trauma for both artists and the public alike. As the medical definition of trauma refers not to the injury inflicted but to the blow that inflicted it, not to the state of mind that ensues but to the event that provoked it, my research questions whether designs for the Berlin Holocaust Memorial Competition were more concerned with the blow and the event rather than the injury itself. I contend that Peter Eisenman’s winning design does not represent the injury but instead aims to cause the visitor to feel disorientated and therefore reflects the nature of death in the Final Solution–the blow and the event. According to Cathy Caruth traumatic events return to us even though we are vicarious witnesses because trauma itself cannot be fully understood, despite so many artistic attempts to do so. We should therefore consider the effects of traumarelated art, as we may appreciate why Eisenman’s design was favoured in the face of so many compelling proposals. Along with analysing Eisenman’s winning blueprint, this chapter also examines vicarious trauma in relation to two further submissions for the competition, both leading contenders for selection: Renata Stih and Frieder Schnock’s Bus Stop! and Daniel Libeskind’s Stone Breath. Through perusal of these designs we can see further support for the argument that postreunification Germany was drawn to proposals that expressed their own trauma, a vicarious one. [ABSTRACT FROM AUTHOR]

The presence of shadows is one of the main disadvantages of photovoltaic solar panel installations in urban environments. This article analyses their effect on solar installations performed on urban elements where the use of solar energy can be considered novel: bus shelters. For this purpose, the PVGIS tool is used in combination with a new methodology for the extraction of the shadow horizon profile from LiDAR point clouds. The results show a 29.90% and 37% reduction of calculated solar radiation using horizon profiles derived from LiDAR point clouds of 0.5 pts/m2 and 1 pt/m2, respectively, versus no horizon profile. By taking shading into account, thanks to this study it is possible to make a more realistic prediction of the use of the electrical energy generated by the sun to cover urban energy consumption in bus shelters. Results show that the energy surplus produced overall allows these elements to be converted into charging points for light electric vehicles, allowing up to 35 units per day/bus shelter to be charged. The use of bus shelters as a place to generate clean energy through solar energy and charge light vehicles makes it possible to move towards sustainable and environmentally friendly cities. [ABSTRACT FROM AUTHOR]

Demand-responsive feeder transit (DRFT) is an emerging urban public transport mode with the advantage of offering flexible door-to-door services in the high-speed railway hub area. However, the existing bus scheduling schemes can hardly meet personalized and diversified passenger transfer demands in the station-city integrated high-speed railway hub, reducing the attractiveness of DRFT. This paper studies the DRFT scheduling problem considering static and dynamic travel demands under the background of mobility as a service (MaaS). An information-based DRFT system framework is proposed, where the K-means clustering algorithm is implemented to select target bus stops from regional road networks for passengers to get on and off. A two-stage mixed integer programming model is first formulated to generate operational routes and optimize the static and dynamic scheduling before and after departure. The objective functions reflect the operating benefits of public transport enterprises and the travel costs of passengers, and the demand characteristics in different driving directions are taken into account in the model. Then, an improved genetic algorithm is developed to solve the model, which is called the genetic algorithm-exact algorithm (GA-EA) in this paper. Finally, the proposed model and algorithm are evaluated using the case study of the Nanjingnan Railway Station area. The experiment results show that the optimal scheme can provide a 100% demand-response rate, reasonable service time, and valid driving routes. In addition, compared with GA, the average search time of GA-EA is shortened by 43.5% and the total objective function value is increased by 2.16%. The findings in this paper can provide practical guidance on DRFT scheduling and improve the efficiency of bus feeder service. [ABSTRACT FROM AUTHOR]

During the pandemic the government has issued some policies, one of which is mobility restriction for people. This restriction affected the public transportation sector, including Trans Jogja Bus for which passengers decreased by 69%. A study was conducted to find reasonable solutions for the emerging problem by using passengers' safety approach and taking health protocols into consideration in both Trans Jogja Bus stop and in the vehicle. Data collection was done online by distributing questionnaire link through social media and targeting 100 respondents. Structural Equation Model (SEM) was used in the data analysis. The analysis results show that latent variables 'health protocol implementation by the bus operator' and 'health protocol implementation in the bus stop' significantly affected the passengers' decision to travel by using Trans Jogja Bus during the pandemic. In contrast, the latent variable 'health protocol implementation by the passengers' had little significance to the passengers' decision to travel by using Trans Jogja Bus. [ABSTRACT FROM AUTHOR]