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This is the final version of the article.It first appeared form Taylor & Francis via https://doi.org/10.1680/jensu.15.00015, This paper examines changes in travel behaviour associated with ridership on the Jubilee Line Extension in east London and the resulting impacts on greenhouse gas (GHG) emissions. The paper looks at initial changes in mode choice after the line opened in 1999 and on-going mode share trends through to 2011. The initial mode shift is assessed through an analysis of published travel survey data and the annual TfL Rolling Origin Destination Survey. Longitudinal changes in mode share are assessed using the London Travel Demand Survey and the relationship between metro accessibility and mode choice. From 2000 to 2011 the calculated GHG savings are 338 ktCO2e; approximately equivalent to the annual average GHG emissions of 43,000 UK residents., The authors would like to thank The Commonwealth Scholarship Commission in the UK for the scholarship funding that facilitated this work.

With increasing environmental concerns, light rail transit (LRT) has drawn attention for consideration in urban transportation planning by various levels of authorities in the US Government. Advocacy groups need an effective method for viability assessment of the alternatives. Environmentalists may want to support LRT, but assessment of its viability is important to provide judgment of any future transportation project. This paper presents a method for LRT viability assessment through a case study of the “Oasis Line”, as part of the Eastern Corridor Major Investment Study (MIS) by the Ohio Kentucky and Indiana Council of Governments (OKI). The study attempts to evaluate chances for “success” of the rail transit component of the MIS. An integrated method is used with a traditional four step-based demand forecast by OKI, and a development of station-based Light Rail Ridership Regression (LRRR) demand forecast by Pelz. The problem to be solved, whether the line has a good enough chance at success to support and advocate for it, did not demand a full re-running of the models. A review of appropriate literature — largely assessments of already-built light rail lines in other U.S. cities is used to characterize the predicted ridership as a success or failure. The predicted ridership falls comfortably above the low end of LRT systems in other US cities. The ridership predictions are found favorable to support the Oasis Line. Extensive literature review suggested that the public's assessments behave in an almost entirely political fashion.

Bike-sharing is widely recognized as an eco-friendly mode of transportation and seen as one of the solutions to the problem of air pollution and congestion. As there is little research exploring the performance of bicycle-sharing systems (BSS), many municipal authorities invest in their development without knowledge of their effectiveness. Therefore, the aim of this article is to identify factors that correlate with BSS performance. Data related to BSS and urban characteristics were collected for the 56 cities in Poland, which is the population of BSS systems in this country. The Ordinary Least Square regression model was used to estimate the model. Additionally, to support our findings, a survey of 3631 cyclists was conducted. Our main findings show that BSS performance was positively related to cities&rsquo, population, tourism, number of bike stations per capita, congestion, bicycle pathways&rsquo, length and higher temperature, and negatively related to precipitation. We have also found that one BSS operator was more effective compared to the others.

Integrated interoperable rail systems facilitate high speed rail (HSR) train movement on conventional intercity lines, and vice versa. Hence, for such rail systems, it is preferred that HSR stations are located at existing intercity rail stations. However, all existing intercity stations may not satisfy the ridership potential and inter-station spacing required for HSR operation. Providing more stations increases access to intermediate locations, boosting ridership, but also increases overall travel time. On the contrary, fewer stations and stops reduce overall ridership of the HSR. This paper proposes a geographic information system-based interoperable HSR station location identification approach along existing intercity rail stations to identify suitable integrated interoperable HSR and intercity station locations. Avoiding environmentally sensitive land (such as wetlands, forests, etc.), and other requirements such as threshold inter-station distance and travel time between intended station locations and threshold population of the intended station region, are included as environmental, and corridor specific constraints, respectively. A heuristic approach is used to evaluate and obtain the candidate set of station locations that maximizes ridership and minimizes travel time, such that an integrated interoperable HSR and intercity corridor can be developed. The Mumbai-Ahmedabad conventional intercity corridor is used as a case study to demonstrate the efficacy of the proposed model by identifying possible HSR station locations.

Several studies have pointed to the difficulties of obtaining good data on train ridership. This paper is a literature review on how the number of travellers on trains are measured, including technologies and practices for measuring actual ridership. There are a number of publications and practical work done on estimating ridership. We find there are several technologies that can be applied for measuring ridership on trains. The technologies and approaches include (1) Manual counts and surveys, (2) On-board sensors such as door passing, weight, CCTV and Wi-Fi-use, (3) Ticketing systems, ticket sales or ticket validation, and (4) Tracking of travellers for larger part of the journey, e.g. by mobile phones and payments. Data from on-board sensors and ticketing systems are both managed by public transportation providers. By contrast, surveys, payments statistics and mobile phone data may be available to stakeholders outside the public transportation system, which can be an advantage, as access to ridership data can be an issue for business reasons. Furthermore, mobile phone data appears as an interesting option, as they can track complete journeys. New technologies, and especially mobile phone data, are therefore of special interest in future uses of ridership data for evaluations and quality assessments. © 2019 The Author(s). Published by Informa UK Limited, trading as Taylor & Francis Group This is an Open Access article distributed under the terms of the Creative Commons Attribution License ( http://creativecommons.org/licenses/ by/4.0/ ), which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

Qatar is one of the fastest growing countries around the world, resulting in substantially high private vehicle usage as well as heavy traffic congestion. It is currently estimated that the private car usage is about 85% of total traffic, and the remaining 15% includes public buses, taxis, and company buses. In this study, a survey was conducted to identify the potential users demographics of the of the upcoming metro service. The study revealed that 77.8% of the population is planning to use the upcoming metro service. More male, young, and expatriates are willing to use the service. The results indicate the need for programs to attract more users, especially female, elderly, and local Qataris. Scopus

Introduction Health professionals promote transport-related physical activity because travelers oftentimes walk or bike to and from transit stops or stations. Although previous studies have examined the associations between macro-scale built environment features surrounding light rail transit (LRT) stations (e.g., density) and LRT ridership, this study examined the associations between numerous micro-scale features (e.g., street-level noise pollution) and ridership. Methods This analysis originated from the Houston Travel-Related Activity in Neighborhoods (TRAIN) Study, a project evaluating how an LRT extension impacted adult physical activity in Houston, Texas. In 2014, researchers used the Analytic Audit Tool to quantify 58 micro-scale built environment features within six categories: Land Use Environment, Transportation Environment, Facilities, Aesthetics, Signage, and Social Environment. Feature data were obtained from 590 street segments within 0.25 miles of 22 LRT stations. For each station, separate composite indices were created per category by averaging the computed feature scores (1–7) within each category, with higher scores signifying more physical activity-promoting features. Station-level LRT ridership data were obtained from monthly ridership reports for the 12 months following station opening. Linear mixed models were constructed to examine the associations of the six built environment categories with ridership, adjusting for season, weekday vs. weekend day, and station as a random intercept. Results Holding all other variables constant, every one-unit increase in composite index scores for Transportation Environment and Social Environment was associated with an increase in daily ridership by 425 and 488 riders, respectively (p 0.05). Conclusions Enhancements to the Transportation Environment and Social Environment may slightly increase overall LRT ridership, and consequently, utilitarian physical activity., Highlights • Novel assessment of micro-scale built environment features and light rail ridership. • Transportation and Social Environments positively associated with ridership. • Signage negatively associated with ridership. • Land Use Environment, Facilities, and Aesthetics no associations with ridership. • Improving Transportation and Social Environments may increase physical activity.

Highlights • Proposing a framework to analyze emission patterns of buses and changes in post-COVID-19. • 2056 buses with 1.5 million ridership and 7589 taxis with 0.2 million trips are used for analysis. • 224 social surveys are collected and show a 56.3% ridership reduction in post-COVID-19. • We find buses cannot be “greener” travel modal than cars if ridership reduces by more than 40%., Emission benefits of transit buses depend on ridership. Declines in ridership caused by COVID-19 leads uncertainty about the emission reduction capacity of buses. This paper provides a method framework for analyzing spatio-temporal emission patterns of buses in combination with real-time ridership and potential emission changes in the post-COVID-19 future. Based on GPS trajectory and Smart Card data of 2056 buses from 278 routes covering 1.5 million ridership in Qingdao, China, spatio-temporal emissions characteristics of buses are studied. 7589 taxis with 0.2 million passengers’ trips are used for acquiring private cars’ emissions to evaluate the emissions difference between buses and cars. Empirical results show that the average difference between buses and cars with 2 persons can reach up to 117 g/km-person during 7:00–8:59 and 115 g/km-person during 17:00–18:59. However, buses have various emission benefits around the city at different periods. A double increase in emissions during non-rush hours can be observed compared with rush hours. 224 online survey data are used to study the potential ridership reduction trend in post-COVID-19. Results show that 56.3% of respondents would decrease the usage of buses in the post-COVID-19 future. Based on this figure, our analysis shows that per kilometer-person emissions of buses are higher than cars during non-rush hours, however, still lower than cars during rush hours. We conclude that when ridership reduces by more than 40%, buses cannot be “greener” travel modal than cars as before. Finally, several feasible policies are suggested for this potential challenge. Our study provides convincing evidence for understanding the emission patterns of buses, to support better buses investment decisions and promotion on eco-friendly public transport service in the post-COVID-19 future.

Transit-oriented development (TOD) is based around transit stations, with the emphasis on high population density and multifunctional areas in promoting sustainable mobility. This study aimed to develop a TOD model that could achieve an optimum land use allocation to maximize transit ridership. A critical literature review, an analysis of value engineering through function and benchmarking studies were conducted in order to develop a baseline plan for a TOD model, which was then optimized using linear programming. A total of four light rail transit (LRT) stations located in Jakarta were used as the case study to represent model implementation, ridership evaluation and optimal design. The optimization results showed that office workers constituted the highest number of transit passengers, followed by those working in hotels and commercial/retail and residential users. It was also found that optimizing the design of the TOD can increase the number of daily LRT passengers by up to 55%.

Several studies have pointed to the difficulties of obtaining good data on train ridership. There are at least two challenges regarding these data. First, train operators consider such data confidential business information, especially in high resolution. Second, the data that actually are available vary in quality and coverage. This paper studies mobile phone data as an alternative measure to obtain data about train ridership. Handset counts were obtained from one telecom operator for selected mobile phone base stations and compared with timetable data and APC. The selected base stations are located so that it is likely that a large share of the mobile phone traffic is generated by train passengers. The number of units connected to a base station is found to correspond relatively well with the trains that pass close to the base stations. A ratio between the handset count and APC data appear as promising in utilizing handset count to calculate train ridership, with ratios around one in the rush hours. We discuss preliminary results as well as methodological and technical challenges. To make sure that we do not violate privacy concerns, the data used in the study have been approved by personal privacy representatives. This is a submitted manuscript of an article published by Elsevier Ltd in Journal of Rail Transport Planning & Management, 20 June 2018.

Статья посвящена вопросам организации перевозок пассажиров в пригородном сообщении на основе взаимодействия видов транспорта. Выделены наиболее распространенные схемы организации мультимодальных перевозок и формы сотрудничества транспортных компаний, способствующего рациональному использованию ресурсов общественного транспорта и повышению качества транспортного обслуживания населения. На основе имитационного моделирования в среде AnyLogic обоснован экономический эффект от интеграции Северо-Западной ППК в систему электронных продаж единого билета «Подорожник» в г. Санкт-Петербурге., The article is devoted to the topic of organization of ridership in uptown ridership on the basis of modes of transport interaction. The most widespread schemes of multimodal transportations organization and forms of cooperation of transport companies that promote rational use of public transport resources and improve the quality of transport services for the population are highlighted. The economic effect of integrating the North-West PPK into the electronic sales system of the entire ticket “Podorozhnik” in St. Petersburg on the basis of simulation modeling in AnyLogic environment is justified., Международный научно-исследовательский журнал, №7(61) (2017)

This survey reviews the current state of the economic literature, assessing the impact of transport policies on growth, inclusion, and sustainability in a developing country context. The findings are summarized and methodologies are critically assessed, especially those dealing with endogeneity issues in empirical studies. The specific implementation challenges of transport policies in developing countries are discussed.

Transit-Oriented Development (TOD), where compact, mixed-use neighbourhoods are being realized around existing or new public transit stops, is a promising tool to restrict urban sprawl and stimulate sustainable travel modes. However, TODs are not always as easy to implement at every location. In high-density city centres a TOD is relatively easy to implement, since density and diversity are already high and most residents have a positive stance toward car alternatives due to self-selection processes. In more low-density suburbs, however, the situation is more difficult. There is not only the problem of adapting the built environment, but also the problem that most initial residents have a preference for car use, since they chose their neighbourhood based on the physical characteristics of the initial neighbourhood. In this viewpoint we will look at how travel-related attitudes and residential self-selection can affect the success rate of TODs in three different situations. It seems that taking into account attitudes is especially important for the realization of TODs in low-density neighbourhoods.

The expansion of the territorial size of the cities to areas beyond the walking distance necessitates the development of urban passenger transport. Urban transport is one of the decisive factors of city planning. Rail transport is an important element of the transportation system of any big city. Having the ability to use trams with different variants of the organization of movement, speed of communication, capacity and location relative to urban area, constructive solutions at the present time it is difficult to name operation of rail transport in Russia effective. Its role in ensuring passenger transport is clearly underestimated. Primarily, this is due to insufficient regulatory and methodological support, which could prove the best option rail systems in the cities., Выход территориальных размеров городов за пределы зоны пешеходной доступности вызывает необходимость развития городского пассажирского транспорта. Городской транспорт – один из решающих факторов градообразования. Рельсовый транспорт – важный элемент транспортной системы любого крупного города. Имея возможность применения трамвая с различными вариантами организации движения, скорости сообщения, провозной способности, расположения относительно городской территории, конструктивными решениями в настоящее время трудно назвать эксплуатацию рельсового транспорта в городах России эффективной. Его роль в обеспечении пассажирских перевозок явно недооценивается. В первую очередь это связано с недостаточным нормативно-правовым и методическим обеспечением, с помощью которого можно было бы обосновать оптимальный вариант системы рельсового транспорта в городах.

Offentlige infrastrukturprosjekter krever enorme ressursinnsatser og har som formål å forbedre landets trafikktilbud. Tross prosjektenes ressurstyngde presiserer tidligere studier at evalueringer av prosjektenes faktiske nytteeffekter er mangelvare (Flyvbjerg et al. 2005; Nicolaisen & Driscoll 2014; Pickrell 1990). Studiene oppfordrer til videre utførelser av effektevalueringer for å etablere et solid empirisk fundament rundt temaet. Trafikkprognoser er en hjørnestein i ex ante evalueringer av prosjekters nytteverdi og har stor påvirkning for hvilke prosjekter som realiseres. En rød tråd fra tidligere forskning er at jernbanerelaterte trafikkprognoser virker å være overestimerte, noe som gir et feilaktig bilde av nytte-kostnad forholdet ved hvert enkelt prosjekt (Flyvbjerg et al. 2005; Nicolaisen & Driscoll 2014; Pickrell 1990). Den faktiske nytten av jernbaneprosjekter synliggjøres gjennom en mer attraktiv ruteplan med eksempelvis hyppigere avganger og kortere reisetider. Denne oppgavens formål har vært å evaluere effekten en større ruteendring har hatt for Østlandets passasjerutvikling. Endringen ble gjennomførbar i forbindelse med ferdigstillelse av nytt dobbeltspor mellom Asker og Lysaker. Ruteendringen er blitt gradvis implementert av NSB i 2012 og 2015 (NSB 2011). For å utføre nødvendig analyser er det benyttet multippel lineær regresjon med hensikt om å estimere sammenhengen mellom forklaringsvariabler tilknyttet ruteendringen og passasjerutviklingen. Det er utført analyser med ulike antakelser om til hvilke tidspunkter nytten ved forbedret ruteplan realiseres. Oppgavens resultater viser signifikante sammenhenger på 90 % nivå mellom passasjerutvikling og avgangsfrekvens, reisetid og befolkningsvekst. Effekten av ny ruteplan viser seg å være generelt høyere enn trafikkprognosenes beregninger. Resultatene varierer mye under hvilke antakelser analysen er basert på. Oppgavens resultater viser at ruteplanens effekt er høyere under antakelse om en gradvis effektrealisering enn ved umiddelbar effektrealisering. Dette indikerer at det finnes en treghet i markedets respons på tilbudsendringer. Public infrastructure projects aim to improve the public transport system, but require enormous sums of money from taxpayers. Despite the projects´ huge resource allocation, previous studies mention limited knowledge of the true effects of infrastructure projects (Flyvbjerg et al. 2005; Nicolaisen & Driscoll 2014; Pickrell 1990). Therefore, these studies recommend future ex-post evaluations of infrastructure projects to establish more empirical knowledge within the field. Demand forecasts are a cornerstone for the cost - benefit analysis of infrastructure projects and play an important role in the final choice of a project alternative. A general perception is that railway-related demand forecasts tend to be overestimated which gives an optimistic picture of the cost -benefit relationship (Flyvbjerg et al. 2005; Nicolaisen & Driscoll 2014; Pickrell 1990). For railway projects, the effect of infrastructure improvements gets realized through improved timetables (higher train frequencies, reduced travel time etc.). The purpose of this thesis is to evaluate the effects on the passenger demand caused by a major timetable change. A new double-track section between Asker and Lysaker made the change possible, and it was gradually implemented in 2012 and 2015 (NSB 2011). Multiple linear regression is used to estimate the relationship between passenger demand development and the explanatory variables linked to the timetable change. The thesis is based on several analyses with different assumptions of when the true effects of the change are realised. The results show, with 90 % significance, a relationship between passenger demand and train frequency, travel time and population growth. The effect of the timetable change proves to be generally higher than assumed in demand forecasts, but with varying results for the different analyses. Generally, the results indicate higher effects of the timetable change under the assumption of a delayed realization of the effects compared to immediate realization. This indicates that the market responds gradually to changes. M-IØ

China Railways Corporation (CRC) is considering new ways to attract capital to support the strategic development of the railway sector. Currently, government is the predominant equity financier, with debt being supplied by domestic bank credits and limited amounts borrowed from International Financial Institutions such as the World Bank and Asian Development Bank. Considering its high level of accumulated debt and liabilities (RMB 3.7 trillion on an asset base of 5.7 trillion), CRC wishes to explore equity investment mechanisms, to increase cash flow from its core and non-core activities, and to use different financing channels as a way to leverage the value of its assets and introduce market-based business models to the sector. CRC is seeking to attract investment from both the private sector and from public sources such as local governments and state owned enterprises. It refers to these sources of capital as ‘social capital.’ This report examines how companies in China and railways in seven other countries, China, France, India, Japan, Poland, Russia, United Kingdom, United States, have attracted capital and made capital budgeting decisions to support their strategic development.

Although the Janmarg (people&rsquo, s way) Bus Rapid Transit System (BRTS) system in Ahmedabad, India, achieved worldwide accolades since its introduction, it has not reached its expected ridership. In analyzing ridership, research shows that external factors of BRTS such as built-form indicators have a potentially greater effect on ridership than its internal factors. In order to assess the ridership of the Janmarg BRTS, a methodology was developed based on built-form indicators that were quantified using the &ldquo, 5D&rdquo, approach. The use of appropriate geo-information science (GIS) techniques helped to analyze the built-form spatial data effectively. The calculated built-form indicators were used as inputs in a regression analysis. The consulted literature suggests a relationship between built-form indicators and ridership. However, in the present study this relationship was not confirmed. Moreover, land-use diversity, road connectivity, and job accessibility by BRTS were found to be relatively low. Several policy recommendations were suggested along the BRTS corridors in line with the existing policy such as the utilization of full Floor Space Index potential, the application of Transit Oriented Development strategies and the integration with non-motorized modes to increase the accessibility to the most important job locations.

The Delhi Metro (DM) is a mass rapid transit system serving the National Capital Region of India. It is also the world’s first rail project to earn carbon credits under the Clean Development Mechanism of the United Nations for reductions in CO2 emissions. Did the DM also lead to localized reduction in three transportation source pollutants? Looking at the period 2004–2006, one of the larger rail extensions of the DM led to a 34 percent reduction in localized CO at a major traffic intersection in the city. Results for NO2 are also suggestive of a decline, while those for PM25 are inconclusive due to missing data. These impacts of pollutant reductions are for the short run. A complete accounting of all long run costs and benefits should be done before building capital intensive metro rail projects.

Over the last century, the urban spatial structure of cities has transformed dramatically from the traditional monocentric configuration to varying forms of decentralized organization. This paper reviews the theory and empirical evidence to understand the urban morphology of jobs and land use within a city. This survey highlights four broad insights: (i) The evolution of monocentric to polycentric centers has been accompanied by structural changes in the city. (ii) The internal geography of a city is an outcome of the trade-off between the pull from agglomeration economies and the push from congestion. (iii) The presence of externalities implies that the equilibrium spatial organization achieved by profit-maximizing firms may not necessarily be optimal. This justifies the role of public policy in addressing the associated market failures. (iv) The productive edge and competitiveness of a city can be enhanced by introducing policies that increase the overall connectivity to take advantage of economic opportunities across the metropolitan area. The survey also puts together a wide range of policy instruments that are useful in closing the gap between equilibrium urban spatial structure and the optimal outcome.

В статті запропоновано інструменти щодо удосконалення фінансової стратегії для забезпечення стабільності підприємства. Побудовано економіко-математичну прогнозну модель ключового показника діяльності підприємства. Оскільки одним із ключових показників успішності діяльності будь-якого аеропорту є пасажиропотік, то його прогнозування є одним із основних джерел релевантної інформації при здійсненні стратегічного управління фінансовою діяльністю. З метою прогнозування пасажиропотоку використано мультиплікативну модель Хольта-Уінтерса, яка дозволяє визначити прогнозні значення пасажиропотоку., В статье предложены инструменты усовершенствования финансовой стратегии для обеспечения стабильности предприятия. Построена экономико-математическая прогнозная модель ключевого показателя деятельности предприятия. Поскольку одним из ключевых показателей успешности деятельности любого аэропорта является пассажиропоток, то его прогнозирование является одним из основных источников релевантной информации при осуществлении стратегического управления финансовой деятельностью. С целью прогнозирования пассажиропотока использована мультипликативная модель Хольта-Уинтерса, позволяющая определить прогнозные значения пассажиропотока., The successful operation of a business requires the timely identification of trends in the development of financial condition and potential use of financial opportunities. That is why stability is characteristic exclusively of the strongest companies in which it has been effectively implemented strategic financial management. A key element of the process of strategic financial management is the financial strategy of the enterprise. The aim of the article is the search for tools to improve financial strategy to ensure stability through the construction of economic-mathematical forecasting model key indicators of the enterprise. One of the key indicators of success of any airport is the passenger traffic. From its value depends on the income of the airport, which is among the financial indicators of enterprise activity is the key. We consider it expedient to use the model of Holt-Unters (the Holt-Winters model) to predict the values of a measure of passenger traffic. Obtained the predicted values of the passenger flow of the enterprise allow to improve the system of strategic management of the financial activities of the enterprise. Focusing on these figures, the company will be able effectively to plan their financial activities, which is a prerequisite for the development of effective financial strategies.