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Urban mobility of persons is an important social phenomenon. It represents effected movement of people from one settlement to another, for reasons of performing purposeful and intentional activities related to work, education, shopping, procurement of services and number of others. Nowadays, mobility of persons poses serious environmental effects caused by a particularly extensive use of personal car traffic for transport of persons on their trips. The solution to this problem is one of the key elements in plans for improvement of sustainability of local development. Public administration pays consistently high attention to mobility of persons and by its decisions it fundamentally affects the quality of life of urban population. The basic trend is represented by the preference of environmentally friendly modes of transport. That is walking, cycling and mass public transport. The indicator used for tracking of the use of the means of transport in urban mobility is the transport division of labor, the so-called modal split. This characteristic refers to the percentage of the various types of transport on the total number of trips performed by persons in a particular settlement in the course of one day, usually one working day. The article examines the transport division of labor in Prague and in twelve regional capitals in the Czech Republic. The work is conducted in two steps. The first step, the primary data is compiled into tables according to which of the defined modes of transport are used by people for travel to work and school in the regional capitals in the Czech Republic. The second step addresses the issue of consistence in the division of labor in transport across the tested set of cities. This hypothesis is assessed by a consistency test (chi-square test). The taken hypothesis was not confirmed and, therefore we examined the strength of the relationship between the observed and calculated frequencies of use of the various means of transport. The testing is carried out using adjusted residual values. For clearer representation and interpretation, the obtained results are transferred to the graphical form of a sign schema. [ABSTRACT FROM AUTHOR]

The paper presents the results of a participatory vision development process in the Federal State of North Rhine-Westphalia (NRW) in Germany. The vision development was part of a scientific research project that accompanied the development of a sustainability strategy for NRW at state level. The Sustainability Strategy NRW was adopted in July 2016 and contains parts of the vision developed in the research project: Sentences from the narrative text vision and proposed targets and indicators that back-up the vision for a sustainable NRW in 2030 were used by the state of NRW. The vision was developed in iterative steps in three consecutive dialogue rounds with different stakeholders from science and practice. The paper presents the methodological approach and the results of the vision formulation process. The paper discusses the lessons learned from the vision development--from both practical and theoretical perspectives of transition management. The paper explores the relevance of setting ambitious targets for sustainable development as part of a state strategy by taking the proposed target of a "4 × 25% modal split" by 2030 as an example. The project demonstrated that a participatory approach for vision development is time and resource consuming, but worth the effort as it improves the quality and acceptance of a vision. Furthermore, the project demonstrated that transformative science contributes valuable inputs for sustainability transitions and for facilitating participatory vision development. [ABSTRACT FROM AUTHOR]

This study builds a bi-level programming model to optimize river channel upgrades and liner operation, while minimizing the total cost of container transportation to ports. The upper model determines the optimal channel upgrades, choice of liner size, and liner operating frequency. The sum of the trucking freight, the river liner shipping cost, the CO 2 tax payment, and the depreciation of the investments in channel upgrades and ship purchases is calculated based on official projections of freight demand over 30 years. The lower model determines the optimal container routes. A case study of Zhejiang Province shows that Qiantang River and Hangzhou-Ningbo Canal should be upgraded from Level Ⅳ to Level III waterways, while the Meihu and Zhajiasu Lines should be upgraded from Level Ⅴ to Level IV waterways. Due to these improvements, the mode share of river shipping is projected to increase to 30%, while CO 2 emissions from container port access transportation are estimated to decrease by 23.5 million tons over 30 years. [ABSTRACT FROM AUTHOR]

Investigation of factors affecting urban traveling is one of interested topics in urban transport research field. It is estimated that educational trips are around 30-40 percent of urban trips which are mostly dependent on parents' decision and behavior. A large body of research can be found exploring the impacts of urban form features such as density, land use and street network on students' travel. In this research, data on students' travel were collected throughout four residential neighbourhoods of Mashhad metropolitan area using a household questionnaire distributed randomly (n=328). These neighbourhoods were selected based on their physical and socio-economical characteristics. The data then were analyzed using statistical tests such as bi-variate correlation test, cross-tabulation and logit regression model as well as GIS. The results confirm that the significancy of differences exist among students living in different neighbourhoods. Household income and students' age were showed to be the most influential factors in choosing the mode of travel. Having a parking space available at home place was also an important factor for modal split, while it was mainly dependent on household economic status and the quality of residence. Therefore, it can be claimed that household income is the most important factor to choose a mode for educational trips regardless of residence location.

Environmental protection has become a common issue in every area, but extremely important for the domains which deal with intensive energy consumption as it is the case of the transportation. Achieving the sustainable cities on the other hand, is also focused on the protection of the environment in order to provide a higher quality of life for the population. Therefore it is considered that by improving the urban transportation planning additional benefits could be provided for both the environment and the sustainable development of the cities. One possibility is to supplement the traditionally land-use plans with the transportrelated zones analysis, where the city is divided in public transport, pedestrian and caroriented zones. Analyzing the transport-related zones of a city is important as it provides additional information in the assessment of the development trend. The process of zoning was conducted for the city of Cluj-Napoca, Romania. In this paper, the outcome of the zoning was analyzed for a more comprehensive review of the urban transport in order to attain a sustainable-oriented approach of the urban area development.

The transport modeling is established process for many transport project all over the world. The four step model (FSM) is the primary tool for forecasting demand and performance of a transportation system. The trip generation, trip distribution and modal split are three steps which are calculated step by step or jointly. The calculated origin-destination matrices are used in final step – assignment. The article deals with the modal split of transport model of Žilina. The mentioned transport model has been used for transport master plan. The modal split requests the large data database from solved area. The data were evaluated from mobility survey. The quality of modal split mostly depends on utility of defined transport systems in the transport model. The most serious problem of modal split is the filling of database and them correctly evaluation.

The step of modal split of the four step model for determination of urban travel demand is analyzed. Utility functions are composed, their coefficients are calibrated in TransCAD. Equations for estimation of trip mode choice probability are shown and the numerical illustration of estimation is given.

The spread of charging infrastructure (CIS) for battery electric vehicles is crucial for coping with the increasing number of electric vehicles. Therefore, the selection of ideal (fast-) charging locations determines acceptance, utilization and, thus, the economic viability of a single site or the whole charging network. The methodology of the Integrated Model Approach STELLA (STELLA is the acronym for the German term “STandortfindungsmodell für ELektrische LAdeinfrastruktur”) for site identification of CIS uses reliable methods of traffic modeling such as the classic four-step traffic modeling in a new context to enable statements regarding the positioning of CIS. Because only (electric) motorized individual traffic is of importance for CIS, the share of trips is calculated by differentiating the modal split between various transport groups. To estimate the public transport share in the model approach STELLA there are several factors used. One aspect is the accessibility of stops, which can be determined with accessibility radii one the one hand, and with network analyses on the other hand. The methods have been evaluated for the region of Nuremberg. Depending on the spatial characteristics there is a difference of up to 60% between the two methods in the area covered by public transport. Therefore, the network analysis leads to a more accurate estimation of the public transport share. The modal split determination is then implemented in the model approach STELLA, which is currently developed for a planning area covering the entire territory of the Federal Republic of Germany.

This paper investigates the mode choice behavior of inter-city passengers among air transport, high-speed rail (HSR), and air and high-speed rail (AH) integration services. Stated preference survey has been conducted for four typical city pairs that are located in the Beijing-Guangzhou corridor, China. Modal split models are proposed and calibrated based on the collected survey data. The proposed models are used to identify the key factors affecting passengers’ mode choices and to estimate the modal split of passenger travel demand for some inter-city transportation markets of China. Sensitivity analyses are also performed to reveal the market potential of the AH integration service in China. It has been found: (i) when the inter-city travel distance exceeds a threshold, passengers become less sensitive to the connection time of the AH service, (ii) the most competitive haul distance for the AH service is between 1200 km and 1600 km, and (iii) the en route travel time is the most important factor affecting the market share of the AH service. [ABSTRACT FROM AUTHOR]

Opportunities for online shopping are transforming travel behaviour related to shopping, and they have the potential to reduce overall travel demands. This paper analyses the potential for reductions in carbon dioxide (CO 2 ) emissions from passenger transport due to an increased use of online shopping in Sweden and adds to the broader picture of what potential growing online shopping might have on transport sustainability. This paper shows that there is a sustainability potential related to more sustainable travel habits by those who shop online more frequently. Calculations indicate that the predicted increase in online shopping behaviour together with the predicted increase of the Swedish population in 2030 would give a 22% decrease in CO 2 emissions related to shopping trips compared to 2012. Furthermore, if all travel is taken into account this would result in a 2% reduction in 2030 compared to total CO 2 emissions 2012. The paper furthermore discusses how these results might influence transport sustainability ambitions and policies. The discussion suggests that online shopping might facilitate reductions in CO 2 emissions but above all, it could act as a facilitator for implementing other policies promoting a less car dependent planning regime including shopping localisation. [ABSTRACT FROM AUTHOR]

Consider a competitive transportation system with a mass transit parallel to a bottleneck-constrained road way, all commuters who are differentiated by their value of time and arrival early/late penalty, choose one mode to finish their traveling from residential area to workplace. We investigate the mode choice problem under three combinations of transit fare and road toll. Numerical results show the impacts of travel demand and its composition on modal split and individual travel cost. [ABSTRACT FROM AUTHOR]

Multimodality is important for achieving less car dependent lifestyles and more sustainable transport behaviours. It is widely recognised that cycling plays a prominent role in sustainable transport. However, research has largely focused on cycling substituting motorised transport. This study explores how cycling forms part of multimodal transport behaviour based on survey data on transport modes and travel purposes and the weekly frequency of out-of-home activities and travel mode use in a representative sample of adult Danes (n = 1957). The following five distinct multimodal travel segments or ‘modality styles’ are identified: ‘education transport’; ‘public-based transport’; ‘limited transport’; ‘bicycle-based transport’; and ‘car-based transport’. Travel behaviour is predominantly multimodal with few unimodal car-drivers being identified. Substantial cycling takes place in all modality styles, and is embedded in a multimodal behaviour as the modality style combined cycling with several other modes. Furthermore, the study demonstrates that cycling serves many purposes that transgress the division of utility cycling and recreational cycling, and that cycling takes place in both dense urban settings and small towns. Thus, the way in which travel modes relate to the urban environment and variations in modality styles must serve as the starting point for policies aiming to fulfil the potential of multimodal transport behaviour and promote cycling. [ABSTRACT FROM AUTHOR]

This paper analyzes the passenger-carpooling potential among undergraduate students using a model for estimating choice based on combined revealed and stated preference data. The data are obtained from a survey performed at four campuses of Istanbul Technical University. The case in focus is carpooling as a passenger; carpooling as a driver is deliberately left out because of students' lack of familiarity with it. The hypothetical passenger-carpooling scenarios lead to enquiries about the fee students are willing to pay and the distance they are willing to walk to a designated pick-up location. The estimation results show that females and frequent campus travelers are more likely to prefer passenger carpooling. The scenario analysis included in the paper reveals the prioritization of carpool fee over walking distance to pick-up locations among undergraduate students. [ABSTRACT FROM AUTHOR]

The objective of this paper is to develop a concept of expert system based on the survey of experts' opinions and their experience concerning relations in modal split, on the basis of parameters of transport system demand and transport supply, defined through PT travel time and city size, i.e. mean trip length. This expert system could be of use both to experts and less experienced planners who could apply the knowledge contained in this expert system for further improvement, on operational as well as on strategic level.

Public transport constitutes the backbone of urban and sub-urban mobility in densely populated areas. Public transport systems are comprised of different modes of transportation that are fixed to routes and timetables such as railway, tram and bus. When using a public transportation system, a user usually not only spends time inside of these specific modes, but also on transferring between modes or on walking to his start and destination stations. Visualizing the modes of transport used to access a region is an important aspect for public transport planning and decision making. Such a visualization succinctly reveals deficits in existing infrastructures and triggers a redesign towards sustainable forms of urban transportation. In this work, we present an approach that uses an efficient color mixing method to visualize the combination of public transport modes that serve a region given a starting location and starting time. In specific, we overlay the region with a colored raster surface where the different color channels encode time spent in different modes of transport when traveling to this location from a given starting location and starting time. We use two data sets: public transport timetable data as provided by many public transport companies as open data and road network data acquired from OpenStreetMap1, the latter is only used for walking. In order to calculate travel times in this network, we use the multimodal routing model as described by Forsch et al. (2021). In specific, we set up a routing graph G = (V,E), where every edge e ∈ E is annotated with the mode of transportation and we use the time t(e) it takes to travel along e as its cost. The vertex set V consists of two vertex types: the vertices Vr of the road network which represent the geometry of the road network and the vertices Vp of the public transport. We start by computing a single source shortest path tree starting at the vertex vs corresponding to the specified start location and departure time. We continue by computing, for every vertex v ∈ Vr, the time spent in the different modes of transport including the times spent walking or waiting for transfers to reach v. We do this by iterating through the arcs on the shortest path from vs to v and for every mode m in the set of modes M cumulatively summing the time tm(v) spent in m during the trip. Given the total time t(v) to travel to v, we then compute the ratios rm(v) spent in the different modes. From the computed ratios we generate uniform raster surfaces for each mode of transport. For this, we assume that each vertex v ∈ Vr is a point-wise observation and has influence around its neighboring region. We perform inverse distance weighted spatial interpolation (IDW) to get a continuous surface-based visualization. The interpolated ratios are then layer-stacked to generate a composite of the three main modes of transport with the red channel being the bus ratio rB, the green channel being the tram ratio rT and the blue channel being the train ratio rR. We optimize the brightness while maintaining the coloring pattern in order to achieve a raster image of high quality. For this, we apply Maxwell's color triangle optimization by scaling the RGB values of each pixel by the largest value among the three channels (cf. Figure 2). [ABSTRACT FROM AUTHOR]

The paper deals with the main features of the technologicaldevelopment of transport modes in the frame of integration.Economic integration needs a special transport approach quitedifferent from traditional one by transport turning into a propulsivelogistical-distribution system. A new quality level oftransport se/Vices being required ('just-in-time" principle)leads to the development of intermodal system, which wan-antsconsideration of mode-independent requirements. Thus, theintermodality principle should be regarded as the basis for futureintegration processes. However, it is hampered now by anenormous development of road transport with its economic advantagesand underutilization and low efficiency of railwaysand waterbome transpmt. Technical provision for theintermodality includes new rolling stock, new handling facilitiesand renovation of the network. The Trans-European transportnetwork project (TEN-T) is being aimed at the intermodal(combined) transport development taking into account fuelconsumption, ecological and economic efficiency features.

As city-level modal splits are outcomes of city functions, it is essential to understand whether and how city attributes affect modal splits to derive a modal shift toward low-emission travel modes and sustainable mobility in cities. This study elucidates this relationship between modal splits and city attributes in 46 cities worldwide, proposing a two-step data mining framework. First, using the K-Means method, we classify cities into private-vehicle-, public-transit-, and bicycle-dominant groups based on their modal splits. Second, we categorize city attributes into environmental, socio-demographic, and transportation planning factors and quantify their interlocked impacts on cities' modal splits via the decision tree method. We observe that the socio-demographic factor has the highest impact on determining the cities' modal splits. In addition, high population density and employment rate are positively associated with low-emission travel modes. High gasoline tax and low public transit and taxi fares often make people reconsider possessing private vehicles. On the other hand, extreme weather conditions (e.g., hot temperatures) can prevent bicycle usage. Our contribution expands the impact of introduced city planning and policies for modal shifts toward a real-world paradigm and we present implications of the proposed framework in developing practical modal shift strategies. • Propose a novel data-mining framework to explain the city-level modal split. • Investigate environmental, socio-demographic, and planning variables for 46 cities. • Socio-demographic variables are the most important in determining the modal split. • Infrastructures and policies for a specific mode can affect demand for other modes. • Observe a nonlinearity of the influence of elderly rate on modal split. [ABSTRACT FROM AUTHOR]

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In Caracas, as in most socially clustered cities, modal split is highly related to income. High income population is mostly car dependant, while lower income people are captive of public transport. This typical situation is explained by world-wide social values and fashion but also by the fact that new, segregated residential areas for the upper social levels have been located in areas poorly served by public transport, creating a dependency on the private car. It is not surprising that, during the 1970's, a high proportion of Caracas's middle and high-income citizens were systematically using their car even in areas where there was a good offer of public transport. What is more unusual is to realise that, since 1983 when the metro system was inaugurated, there is a new pattern of travel behaviour. The metro has mainly attracted high-income people. Besides the few of them who have transferred from surface to underground public transport, many of the wealthier patrons seem to be regular car users that presently take the metro when it provides a good alternative. Currently, the transit system in Caracas is comprised of four main modes: the metro (since 1983); the "por puesto", which are minibus vehicles of 18 to 32 seats; the jeeps, which are dual traction vehicles of up to 12 seat (most of them serving hilly areas, basically slums); and the bus system, consisting of metro-bus and private operators. CA Metro operates the metro and, since 1987, metro-bus lines, which are bus feeder services to its heavy rail metro operation that extend the cover area of the system into the less central zones of the city. While the metro and metro-bus offer transit services to middle and high income users, the mini-buses and jeeps provide flexible transit service to low income groups. The metro and metro-bus services are more reliable and offer higher quality that mini-buses and jeeps. This higher quality service is one of the main attributes attracting the wealthier people to metro and metro-bus. Also, since the inauguration of the metro, a strong advertising of the service has been promoting its use and creating a different civic behaviour of the system's users. It is well known in Caracas that local people are much more civilised when underground". The aim of the paper is to provide a quantitative explanation of the phenomenon, identifying the sociological variables that have induced the observed changes in modal choice for the higher income class and establishing the influence of the promotion of the metro and metro-bus services in this behaviour. The analysis of the data collected by CA Metro on modal split by income show the existence of a strong correlation between the quality of public transport and the income distribution of users, which can not be explained by tariffs only. The series of data collected over the years allow an econometric analysis of the evolution of the trend. A series of interviews with metro and metro-bus managers, as well as sociologists and social psychologists have helped identify the sociological variables with the highest influence in the travel behaviour of high income population and those quality attributes of metro and metro-bus with most attractiveness. The results could be indicative on how successful policies to induce a change in modal choice from cars to public transport could be implemented even in cities where social segregation is extreme. /En Caracas, como en la mayoría de las ciudades socialmente segregadas, la distribución modal del transporte está muy relacionada con los ingresos. El objetivo de este trabajo es proporcionar una explicación cuantitativa del fenómeno, identificar de las variables sociológicas que han provocado los cambios observados en la elección entre modos de transporte para la clase de ingresos más altos y establecer la influencia de la promoción del metro y de autobús de metro en este comportamiento. El análisis de los datos recogidos por CA Metro sobre la distribución modal de los ingresos muestra la existencia de una fuerte correlación entre la calidad del transporte público y la distribución del ingreso de los usuarios, que no puede explicarse sólo por las tarifas. La serie de datos recopilados en los últimos años permiten un análisis econométrico de la evolución de la tendencia. Una serie de entrevistas con el metro y los administradores de metro-bus, así como sociólogos y psicólogos sociales han ayudado a identificar las variables sociológicas de mayor influencia en el comportamiento de viaje de la población de altos ingresos y los atributos de calidad de metro y autobús de metro con más atractivo. Los resultados podrían ser indicativos de cómo las políticas de éxito para inducir un cambio en la elección modal de los vehículos al transporte público, podría ser aplicado incluso en ciudades donde la segregación social es extrema.

Many transport planners and policy-makers compare cities on the basis of travel behaviour or transport system characteristics. These comparisons are then used to promote cities as 'cycling capitals' or 'public transport paradises'. However, data-related and methodological issues make comparisons across cities difficult. This paper presents an alternative to the dominant atomisticresidential perspective which takes a random sample of residents in a city as input. We conceptualise cities as concentrations of workplaces and compare the commuting behaviour of employees active in a selection of sectors. This paper presents a new indicator to measure the modal split of cities and explains the level of car use in Belgian cities using mixed models. The presence of a railway station is associated with lower levels of car use, while highway access increases the share of the car. The car is also less popular in city centres, subcentres and in more dense urban areas. [ABSTRACT FROM AUTHOR]

This study explores the determinants of travel mode choice for journeys to school by students aged 13–15 in Beijing. The descriptive and regression outcomes show that there is a spatial diversity in travel patterns across the city. Students who live in the suburban areas travel longer distances than those who live in the core centre of the city, where most of the good-quality schools are located. In the core area, for students whose school is within 3 km of home, cycling is more popular than other modes. For students who must travel further than 3 km, there is a significant modal split between households with different socioeconomic status and car ownership. Among the most influential factors, policy factors such as the population policy of China and the impact of education policy on different social groups tend to make the determinants of school children’s commuting mode choice more complicated. [ABSTRACT FROM AUTHOR]

Characteristics of users and usage of station-based car-sharing services have been discussed in various studies. First analyses of the free-floating car-sharing model DriveNow have shown that member composition and patterns of use are not very different from those of station-based car-sharing schemes. Nevertheless, free-floating car-sharing members were drawn from a new pool of travellers, they were not attracted by existing station-based car-sharing schemes. This paper goes beyond these analyses and looks not only at the usage of car-sharing services but at the overall travel behaviour of free-floating car-sharing members (FFCS). To the best of our knowledge, this is the first time that the specifics of this travel behaviour have been analysed based on substantial data that was collected specifically for this purpose with an innovative survey design based on a GPS tracking smartphone application. The goal of this study is to contrast the core group of members of the free-floating car-sharing model DriveNow (male, 25-45 years old) with people who do not use car-sharing. Key travel indicators are compared for FFCS and non-car-sharers (NCS) with a special emphasis on type and extend of multimodal travel behaviour within those two groups. The results show higher trip frequency for FFCS and differences in mode choice pattern. FFCS are more intermodal and multimodal in their behaviour. Shares of cycling are significantly higher, shares of private car trips are significantly lower for FFCS compared to NCS. The insights gained in this study can help cities and car-sharing operators to develop framework conditions and services that optimally integrate free-floating car-sharing services into the overall urban transport systems. [ABSTRACT FROM AUTHOR]

We study modal split under the objective of emissions minimization in the transportation of cargo from centralized vendors in the oil and gas industry to decentralized supply bases on the Norwegian coast. The supply network includes direct road transport and a sea route along the coast. To gain insight into modal split decisions between road and sea transport from the shipper’s perspective multi-period mixed integer optimization models are formulated. Particularly the models give possibilities to examine how weekly demand patterns at supply bases, cargo commitments to sea transport, storage possibilities at supply bases, and shipper’s responsibility for a certain share of vessel capacity may effect the emissions and the modal split. Experiments on real data from an oil and gas company operating offshore show that the size of the share of vessel capacity and the possibility for storage at supply bases are the major determinants for a larger shift to environmentally friendly sea transport. The models can be used as means for making decisions regarding how a shipper can commit to sea transport to achieve less emissions. [ABSTRACT FROM AUTHOR]