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Background: In the context of socially sustainable urban development, comfortable, safe, and accessible public transport is crucial to motivating people to travel more sustainably. Using the framework given by Masoumi and Fastenmeier (2016) to examine the concepts of safety and security, we explore how perceptions of safety about different transport modes shaped the mobility of older adults in Bengaluru, India. Methods: In-depth telephonic interviews were conducted with 60 adults, aged 50 years and over, residing in urban Bengaluru, using a semi-structured in-depth interview guide to explore the perceptions of safety in different transport modes. Observations were conducted prior to the COVID-19 pandemic. Applying thematic analysis, we present how the perceptions of safety during their everyday travel shaped their mobility. Results: According to our research, older adults' perception of safety during their everyday travel is shaped by past negative experiences with accidents, pickpocketing, theft of mobile phones, and chain snatching. In addition, the Covid-19 pandemic exacerbated the already existing inequalities, further limiting older adults' mobility to carry out regular activities such as buying groceries, socialising, making a hospital visit, or going to work due to the fear of getting infected. Conclusion: Our findings indicate that the use of public transport needs to be encouraged among older adults by enhancing necessary safety features following the age-friendly cities framework. Furthermore, it can help policymakers develop transport polices, which suit the mobility needs of older adults. [ABSTRACT FROM AUTHOR]

Abstract Background In the context of socially sustainable urban development, comfortable, safe, and accessible public transport is crucial to motivating people to travel more sustainably. Using the framework given by Masoumi and Fastenmeier (2016) to examine the concepts of safety and security, we explore how perceptions of safety about different transport modes shaped the mobility of older adults in Bengaluru, India. Methods In-depth telephonic interviews were conducted with 60 adults, aged 50 years and over, residing in urban Bengaluru, using a semi-structured in-depth interview guide to explore the perceptions of safety in different transport modes. Observations were conducted prior to the COVID-19 pandemic. Applying thematic analysis, we present how the perceptions of safety during their everyday travel shaped their mobility. Results According to our research, older adults’ perception of safety during their everyday travel is shaped by past negative experiences with accidents, pickpocketing, theft of mobile phones, and chain snatching. In addition, the Covid-19 pandemic exacerbated the already existing inequalities, further limiting older adults’ mobility to carry out regular activities such as buying groceries, socialising, making a hospital visit, or going to work due to the fear of getting infected. Conclusion Our findings indicate that the use of public transport needs to be encouraged among older adults by enhancing necessary safety features following the age-friendly cities framework. Furthermore, it can help policymakers develop transport polices, which suit the mobility needs of older adults.

The need for urban societies to move continues to grow with the intensity of their various activities. One of the challenges in micromobility in cities based on bike, scooter, or public scooter systems is determining the potential yet realistic demand for such services. This article aims to present the level of demand for eco-friendly non-motorized transport systems and identify the motivations driving users of public transport to choose these eco-friendly Personal Mobility Devices (PMD). The authors propose a methodology based on the integration of four components: a case study, an analysis of participatory budget projects, a metadata analysis of bikesharing (BSS) in Szczecin, and a meta plan. They utilized a case study method and conducted a survey based on a custom questionnaire. An analysis of participatory budget projects and data from the operation of bikesharing in Szczecin was performed using statistical methods. Applying the heuristic tool meta plan, they outlined the directions for the development and support of bikesharing as an example of micromobility in Szczecin. The research identified connections between the socio-demographic structure of respondents and attributes of bike communication. This study highlighted periods of intensive system use and locations with the highest exploitation. It showed that the demand for BSS depends on weather conditions, traveler convenience, the density and coherence of bike infrastructure with important locations for residents, transfer connections, and safety. The presented research results can assist planners and authorities in Szczecin and other cities in expanding bikesharing. [ABSTRACT FROM AUTHOR]

An influx of new mobility trends such as fare-free bus transportation, ride hail, and e-scooter services to improve access and affordability of transportation on campus may be shifting the travel behavior of campus patrons such that it affects their long-term health outcomes. The main research questions explored in this study are as follows: (1) why university patrons choose new modes of travel?; (2) what existing mode did the new modes of travel replace for the riders?; and (3) is the average body mass index (BMI) of users primarily using non-motorized transit options lower than those using motorized or both (referred to as hybrid) for on-campus travel needs? An online survey was administered to a campus community (n = 3309) including students (48%), faculty (15%), and staff (37%) in fall of 2018 when fare-free bus transportation and e-scooters became available on campus, and a gradual increase in ridership of ride-hail services was simultaneously observed. This study found that campus patrons were more inclined to replace active modes of travel with affordable and accessible modes of transportation, thereby substituting their walking or biking routine with app-based transportation services. The mean BMI among travelers who chose motorized transportation modes was more than active travelers, and the BMI was statistically significantly associated with age, gender, race, class standing (undergraduate/graduate), and residence on/off campus. This study concludes with suggestions to prevent substitution of active with non-active transport choices and provides policy guidelines to increase awareness on achieving physical activity levels through active modes of travel for university patrons. [ABSTRACT FROM AUTHOR]

Efficient and sustainable urban mobility is critical for contemporary cities, and understanding the factors influencing modal choices is essential for addressing transportation challenges in metropolitan areas. This study focuses on the Porto Metropolitan Area (AMP) in Portugal and aims to gain insights into these factors. Using data from the last mobility survey (IMob) conducted in 2017, a multinomial logit (MNL) model is used to analyze individual modal choices amongst private motorized vehicles (PMVs), public transport (PT), and active modes (AMs). The findings unveiled that demographic, socioeconomic, and travel-related characteristics substantially influence individual modal choices within the studied area. Moreover, probability scenarios highlight the importance of financial considerations, environmental consciousness, and accessibility to public transport in promoting sustainable transportation options. These insights have significant implications for policymakers and stakeholders involved in urban planning and transportation management. This study contributes to the literature by providing valuable insights into individuals' transportation preferences and behaviors, facilitating decision-making based on evidence for infrastructure improvements and targeted interventions. By promoting sustainable transportation alternatives and reducing reliance on PMVs, this study aims to enhance the livability and sustainability of the AMP, aligning with long-term sustainability goals. [ABSTRACT FROM AUTHOR]

How people move around in large Brazilian cities reflects a process of production and appropriation of urban space. The transport system is characterised by the increasing rate of individual motorisation and the precariousness of public transport services. The general objective of this paper is to evaluate the level of road cycling in the city of Belo Horizonte/Minas Gerais/Brazil, based on the proposition and analysis of indicators to assess the degree of adequacy of urban roads for bicycle use as a transport mode. The results indicate that many of the roads in Belo Horizonte have good cycling levels. Given its topography and climate, these findings go against commonly held views that consider the municipality inappropriate for cycling as a mode of transport. In reality, Belo Horizonte has a very underused high cycling potential, especially if there were investments to expand the exclusive/preferred road infrastructure.

Safety of road users is one of the priority tasks of state institutions and local government authorities. Compared to other EU member states, Poland is characterized by a low level of road safety. According to the World Health Organization (WHO), more than half of road fatalities affect vulnerable road users (VRU). Most interactions in the vehicle–VRU relationship occur in built-up areas. Limiting the public's mobility related to the spread of the COVID-19 virus led to changes in road traffic, which was reflected in the level of safety of individual road users. As part of a clear emphasis on the issue of VRU protection, the aim of this article is to examine the level of pedestrian safety in urban space at the time of restrictions on the public's mobility in Poland during the SARS-CoV-2 pandemic and after lifting the limitations, based on the example of Szczecin. The authors put forward two research hypotheses: (1) the level of road safety is influenced by the intensity and saturation of the transport network; (2) the intensity of road traffic determines the occurrence of a greater number of road accident consequences. This study analyses traffic accident data over three periods—2017–2018, 2019–2020, and 2021—to identify pedestrian safety trends. The research shows that the intensity of road traffic has a significant impact on the occurrence of road accidents. The reduced road traffic due to the movement restrictions has kept the severity of road accidents moderate. In the post-pandemic period and the gradual lifting of the mobility restrictions, the number of road accidents increased while their consequences decreased. [ABSTRACT FROM AUTHOR]

Transportation development is one of the parameters indicating the development of any country. Due to improper maintenance of infrastructure, non-eco-friendly designs and practices etc. have led to congestion, accidents and environmental depletion. These problems can be addressed by developing a structured transportation system integrated with sustainability and safety. The aim of this study is to analyze the existing facilities in the study area and to suggest integration of non-motorised transport and public transport through questionnaire survey. The bicycle compatibility index is calculated to find the bicycle level of service of the study area. The bus stop coverage analysis was done by calculating the ideal stop accessibility index, actual stop accessibility index and stop coverage ratio index. From bicycle compatibility index, it can be concluded that the compatibity of the surveyed region was moderately high for bicyclists. Based on bus-stop coverage analysis, Kalyan nagar bus stop is said to have good accessibility whereas ITI layout has poor accessibility. [ABSTRACT FROM AUTHOR]

Copyright of Estudios Demográficos y Urbanos is the property of El Colegio de Mexico AC and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Sustainability in Debate / Sustentabilidade em Debate is the property of University of Brasilia, Center for Sustainable Development and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Accurately identifying the passing and waiting behavior of pedestrians and non-motorized vehicles at intersection is essential to planning management measures for non-motorized transport. Much previous study in this field has focused on methods based on continuous individual trajectory detection, which are almost ineffective under the poor detection condition in dense traffic scenarios. To address the task, this paper establish a workable framework for inferring the probabilities of passing or waiting behavior of pedestrians and non-motorized vehicles in arbitrary space using disordered trajectory point data. First, a two-channel model is proposed to perform a formalized grid-level representation of an intersection, in which the functional attributes and occupancy characteristics of grids are comprehensively defined and quantified. Then, the quantitative characteristics of the grids are used to detect the real-world occurrence space of passing and waiting behaviors, by the clustering and expanding operations on grids. Finally, through feature transfer along path, characteristics is decomposed into passing and waiting occurrence characteristics for behavior probability computation. Results indicate that the method achieves over 91% accuracy of behavior recognition, which is better than compared methods in various Multiple Object Tracking Accuracy (MOTA). Although the method is sensitive to spatial detection conditions, it obtains steady accuracy under various target detection settings. • Behavior recognition based on poor trajectory in dense traffic scenarios. • Deviation between actual occurrence space of behaviors and the designed space. • Grid-based methods work well at low to medium tracking rates. • Grid-based methods are more robust and faster compared to other methods. [ABSTRACT FROM AUTHOR]

This study aims to examine if an urban road with intense motorized traffic in a medium-sized Brazilian city constitutes a barrier for walking trips. A questionnaire was conducted with 103 individuals in an area up to 800 m from the road selected for the study to obtain information about personal characteristics (age, income, etc.), social interactions in the neighborhood, and travel and mobility characteristics. We used the dataset to explore the potential of Decision Tree and Random Forest classification models to predict the users' perception of the barrier effect, which was characterized by the dependent variables speed and volume (of motorized traffic). For 36.9% and 47.6% of respondents, traffic speed and traffic volume, respectively, represent a barrier to walking. The results also show that the following variables considerably affect the perception of the barrier effect of the respondents: distance from their residence to the studied road, time living at the address and in the study area, social connections in the neighborhood, and the street reported as the busiest one in the neighborhood. Identifying the variables with the largest influence on the perception of the barrier effect may be very useful for planning and policy initiatives. [ABSTRACT FROM AUTHOR]

Walking is the most important mode of transport in the “Global South. ” Depending on the location, the mode accounts for between 33 and 90% of trips. Despite its importance and the notion that walking is available to all, there are vast parts of the population that cannot use the mode, as infrastructure is not conducive. The gender and ability neutral approach to infrastructure provision ignores the needs of up to 75% of inhabitants, leading to isolation and the inability to access services. This paper describes the results of a desktop study that uses various types of literature and secondary data sources to conduct a qualitative assessment of the inclusivity of non-motorized transport and vulnerable population groups (women, children, the elderly, and people with disabilities) in its planning and implementation approach, rather than actual implementations. Cape Town is used as a case study city. Results were verified by local experts. Gender neutral planning and roll out of infrastructure has been slow and there is no evidence at all that women, children, and the elderly are considered in the “Global South” context. Regarding people with disabilities, there has been some progress. Tactile paving and drop curbs are occasionally included. However, due to a lack of training of contractors and personnel that audits implementation projects, the quality of infrastructure for people with disabilities is poor. In the case of Cape Town, the qualitative scores are a mere two credits out of a maximum of 75 credits regarding the non-motorized transport, gender and social inclusion in transportation planning and practice. The authors suspect that scores in many African cities will be even lower. As with many other cities in the “Global South,” and more specifically in Africa, Cape Town needs to change its management structure, break down the silos between departments, embrace the input of representatives of vulnerable groups during infrastructure design and implementation and, more importantly, increase the budget for non-motorized transport. There is also a clear need for improved training for contractors and city infrastructure auditors, as implemented infrastructure is often substandard. The study resulted in the development of a hierarchical framework.

Non-motorized transport (NMT) is the use of a bicycle or walking to travel from one place to another. It is gaining popularity especially in the developed countries due to low transport externalities such as emissions and traffic congestion alongside its benefits to physical and mental health. In this paper, a comprehensive review of the existing literature related to NMT is presented focusing on the factors including built environment, geography, and weather, the health, and environmental benefits of NMT, and the motivational approach for increasing the use of NMT. The built environment, geography and weather, and socioeconomic factors significantly affect the use of NMT as a travel mode. This study reviewed some unique characteristics of NMT especially in developing countries to provide a clear understanding of the dynamics of NMT. Despite existence of vast research on NMT, a comprehensive literature review to evaluate different aspects of NMT seems essential to address the future challenges with significant automobile ownership increase in the developing nations and the associated externalities. The developing nations have to understand the factors of NMT with reference to their socio-economic conditions and perform quantitative analyses to estimate and project benefits of NMT including health benefits. The policy makers in the developing countries should consider the NMT as one element of the solution matrix to address the challenges of road transport. [ABSTRACT FROM AUTHOR]

The advancement of technology has led to the introduction of Artificial Intelligence such as expert systems to be used in solving issues regarding to transportation. Expert system is a computer program that is able to perform problem solving tasks at the same level as a human expert. This will be useful as an alternative solution to tackle the inaccessibility and shortage of human experts in certain region of the world. The objective of this study is to develop an expert system to implement strategies for non-motorized transportation system within Universiti Malaysia Sabah. The bulk of the data is obtained through the use of questionnaire given to the human experts to provide the strategies for the non-motorized transportation system. Using the feedback given by the human experts, the expert system is developed by using Microsoft Visual Basic 2013. The developed system is then evaluated by the human experts to validate and verify the system to ensure that it is acceptable to be used by the end-user. The developed expert system is then available to be used by the university to improve its sustainable program, EcoCampus.

In China, a centralized planning culture has created similar neighborhoods across the country. Using a survey of 1,048 individuals conducted in 2016 in Chengdu—located in a carefully conceptualized typology of neighborhood forms—we analyzed the associations between individual and neighborhood characteristics and active or nonmotorized transport behavior. Using several multiple logistic and multilevel models, we show how neighborhoods were categorized and how the number of categories or neighborhood types affected the magnitude of the associations with active transport but not the direction. People taking non-work trips were more likely to use active compared with motorized modes in all neighborhood types. Neighborhood type was significant in models but so too were many other individual-level variables and infrastructural and locational features such as bike lanes and location near the river. Of the 3-D physical environment variables, floor area ratio (a proxy for density) was only significant in one model for nonwork trips. Intersection density and dissimilarity (land-use diversity) were only significant in a model for work trips. This study shows that to develop strong theories about the connections between active transport and environments, it is important to examine different physical and cultural contexts and perform sensitivity analyses. Research in different parts of China can help provide a more substantial base for evidence-informed policymaking. Planning and design recommendations were made related to active transport need to consider how neighborhoods, built environments, and personal characteristics interact in different kinds of urban environments.

Considering the importance of technical accessibility parameters to the adequacy of urban areas for all people, this study aimed to develop a quantification method of pedestrian accessibility based on the technical standardization. The Accessibility of Walkable Spaces index (AWS) is composed of seven measurable indicators according to standards of accessibility, ranging from 0 (Inaccessibility) to 1 (Accessibility). After an audit of 570 sidewalk stretches in São Tomé, State of Paraná, Brazil, the Inaccessible situation was verified as the most recurrent (60.3% of the sidewalk stretches). The best conditions were found in the more consolidated urban central area, as demonstrated by the Kruskal- Wallis and Dunn tests (p < 0.05). The method showed adequate applicability. So, municipalities can use AWS index as a useful planning tool to prioritize interventions and provide inclusive and more sustainable environments to its citizens. [ABSTRACT FROM AUTHOR]

In 2005, 10 million electric bikes were produced in China. Strong domestic sales are projected for coming years, raising concerns about the sustainability and potential regulation of this fairly new mode. Policy makers are wrestling with developing policy on electric bikes with little information about who uses them, why they are used, and what factors influence electric bike travel. This paper probes these questions by surveying electric bike usage in two large Chinese cities, Kunming and Shanghai. Demographic comparisons are made between the different modes and cities as well as differences in travel patterns. Electric bike users are found to travel considerably more than bicycle users. Also, most electric bike users would travel by bus if electric bikes were unavailable. This suggests that electric bikes are less of a transitional mode between human-powered bikes and full-blown automobile ownership, and more an affordable, higher quality mobility option to public transport. (C) 2007 Elsevier Ltd. All rights reserved.

Transport system is the key indicator of sustainable spatial development, because if it is ineffective it can render the economy, the environment, and society vulnerable. Despite the large number of already existing research, the city transportation sys-tem’s development strategy design is still a relevant objective, because the existing ways and strategies of the transport development may not always be applicable in certain circumstances. This article presents the possible ways of improvement of sustainability of the city transportation systems adapted in accordance with the peculiarities of Russian cities. It is stated that when working out a city transportation system’s development strategy it is necessary to take into account all possible risks. According to the case study of Naberezhnye Chelny city, all vulnerabilities of the system that today are typical almost for all Russian cities were analyzed, classification of risks was made, and means of their control were suggested. Solutions proposed as a result of the SWOT-analysis can be used when developing transport strategies for other cities with similar specificity.

Considering the importance of technical accessibility parameters to the adequacy of urban areas for all people, this study aimed to develop a quantification method of pedestrian accessibility based on the technical standardization. The Accessibility of Walkable Spaces index (AWS) is composed of seven measurable indicators according to standards of accessibility, ranging from 0 (Inaccessibility) to 1 (Accessibility). After an audit of 570 sidewalk stretches in São Tomé, State of Paraná, Brazil, the Inaccessible situation was verified as the most recurrent (60.3% of the sidewalk stretches). The best conditions were found in the more consolidated urban central area, as demonstrated by the Kruskal- Wallis and Dunn tests (p < 0.05). The method showed adequate applicability. So, municipalities can use AWS index as a useful planning tool to prioritize interventions and provide inclusive and more sustainable environments to its citizens. [ABSTRACT FROM AUTHOR]

Highlights • Estimated temporal trends in non-motorized traffic counts for 13 US cities. • Bicycle traffic increased by 2–6% per year among 1,215 count locations. • Pedestrian traffic increased by 2–3% per year among 659 count locations. • Bicycle facilities were positively associated with bicycle traffic at baseline. • Temporal trends based on counts are higher than for self-report data (NHTS and ACS). Abstract Local, state, and federal governments promote walking and bicycling in order to reduce emissions and improve public health. Tracking rates of bicycling and walking over time is important for assessing progress towards this goal. In the United States, most data are limited to cross-sectional self-report surveys (e.g., National Household Travel Surveys [NHTS]) or capture only the main commute mode (e.g., American Community Survey [ACS]). This study examines temporal trends (while controlling for spatial factors) of active travel in 13 US metropolitan areas between 2004 and 2016 (with 78% of counts occurring between 2010 and 2016) using repeated counts of bicycle and pedestrian traffic (n = 1319 count locations; 5554 bicycle and 5166 pedestrian counts). We used multilevel mixed-effects models to examine the multi-year trend in bicycling and walking during morning and afternoon peak periods. In the 5 out of 8 models where the temporal trend was statistically significant, we found that, on average, traffic volumes increased at a rate of 2–6% (bicycle) and 2–3% (pedestrian) per year among count locations, holding other variables constant. Presence of bicycle facilities (e.g., bicycle lanes, off-street trails) was positively associated with higher levels of bicycle traffic. Our results based on observed traffic patterns suggest larger increases in bicycling and walking as compared to the trends reported from the NHTS and ACS data. Quantifying the temporal trend from observed counts of traffic may aid policy makers and urban planners in assessing progress towards the goal of increasing bicycling and walking to reduce emissions and increase physical activity. [ABSTRACT FROM AUTHOR]

After decades of overdependence on motorized means of transport, and in acknowledgement of major environmental challenges, most of the world’s cities are recognizing the importance of adopting non-motorized means of transport to enhance their quality of life. Local authorities are interested in providing facilities that enable city residents to efficiently traverse the urban fabric. Cycling, as an important non-motorized mode of transport, is considered to be an efficient alternative to motor vehicles. Establishing safe and convenient cycle routes has become one of the main development tasks in contemporary cities. Indeed, converting today’s traditional cities into bicycle-friendly ones is considered to be one of the principal goals of development plans. This paper addresses the urban readiness of cities to be bicycle-friendly. It focuses on the socioeconomic and urban characteristics that have to be present in a city for cycling to be adopted as a primary mode of transport. Through statistical analysis of 20 bicycle-friendly cities, the paper identifies the main requirements for urban cycling. Finally, it evaluates the readiness of Egyptian cities to become bicycle-friendly.

The optimum location of various facilities in mass religious gatherings, which are of common occurrence in countries like India, is affected by characteristics of walking that include the acceptable trip distance and the accessibility of various facilities based on this acceptable tripdistance. An understanding of this acceptable trip distance would help in developing various planning strategies that could promote the sustainable mode of walking in such mass religious gatherings, and thereby also possibly improving crowd control and management. Aptly, the present study focuses on analysing the various socioeconomic factors that affect the walking behaviour of people in mass religious gatherings and also develops a formula to calculate the acceptable walking distance.Kumbh Mela which is considered as the world’s largest gathering was the case study for this research. The data was collected during Kumbh Mela 2016 held in Ujjain, India during 22 nd April to 21 st May 2016. The study found trip purpose having a greater influence on traveller’s decision to walk. The results revealed that primary activities including ‘offering prayer’ have a greater acceptable trip time/distance than secondary activities like ‘having food’. Further, the study also elicited the highest acceptable time for ‘holy dip’ among all primary activities. [ABSTRACT FROM AUTHOR]

Urban transport is one of the necessities that cities require to perform their day-to-day activities. At the same time, it is also the major threat to global climate change. This study examines the status and growth of road transport in Mekelle city. Data for the study were collected from primary and secondary data sources. This study found that the number of motor vehicles in Mekelle city has increased in an average growth rate of 17.34% for the last ten years. The growth rate is highest for NGO cars and it is lowest for private automobiles. Most of the cars in the city were under five years of service age. The current share of motorized vehicles in urban transport of Mekelle city is 33.44% and the vehicle ownership rate of the city is 35.6 vehicles/1000 people, which is above the national average. The number of registered vehicles in the city has more than doubled between 2003 and 2008 within 6 years of the period. It also nearly doubled from the period from 2008 to 2012. The trends in the growth of private automobiles and governmental vehicles are found to be smooth. Taxis have shown similar growth rate between the period of 2004 and 2007 and it underwent a sharp increase during 2009. The average growth rate of commercial (code-3) cars is higher between the years of 2003 and 2005, and nongovernmental cars have been increasing in a sharp decreasing rate up to 2010 and started to move up in an increasing rate since 2010. [ABSTRACT FROM AUTHOR]

The global context on climate change and Colombia's recent international commitments to reduce greenhouse gas emissions, are an opportunity to encourage projects in sustainable mobility. In this study, indicators associated to trips attraction and carbon dioxide (CO2) avoidance were estimated for measures related to bicycle use. Such indicators were then applied in different scenarios for two Colombian cities. For the assessed measures, the construction of dedicated bike-paths is the one with a greater trip-attraction indicator (455 trips / km of infrastructure-day). The CO2 emissions reduction potential significantly changes among the studied measures and with the size of the city, the results for this indicator ranged between 92 gCO2/trip up to 810 gCO2/trip. These indicators represent a simple and flexible tool to have a first approximation to the mitigation potential of active transport projects in the context of Latin America cities. For instance, when an ex-ante evaluation is needed as an initial requirement for access to climate change finance funds. [ABSTRACT FROM AUTHOR]

Spatially disaggregate models are required to account for non-motorized trips (walk and bicycle) as inter-zonal trips. However, models are developed at census defined ward level with inter-zonal distance being relatively more than the average walking and bicycling distance in cities. As a result, a large proportion of non-motorized transport (NMT) trips are counted as intra-zonal trips and therefore NMT trips are not included in mode choice and trip assignment steps. One of the major limitations in developing spatially disaggregate models is availability of data at finer scales. In Visakhapatnam 3062 enumeration blocks (EB) were demarcated for conducting census survey in 2011 that contain demographic data. Of these, spatial information is available for only 49% of the total EBs. This study aims to disaggregate city population at spatially finer level than wards so as to account for maximum NMT trips as inter-zonal trips. In the study, the spatially finer zones are termed as non-motorized traffic analysis zones (NMT-TAZ). For the city area with missing data, 634 NMT-TAZ boundaries are defined based on the Google Earth imageries (2010), road profile (2011), ward boundaries (2011) and natural boundaries. To disaggregate population, four methods are applied and tested on the available dataset – equal weighing technique, zonal classification based weighing technique, global regression and regional regression. Based on the residual statistics, it is concluded that regional regression method outperforms the other three methods at both NMT-TAZ and ward level. Regional regression provides more accurate estimates in high population density wards as compared to low population density wards. The model shows that local and collector road density, number of residential units and available built up area in NMT-TAZ have significant and positive impact on population count. The population at NMT-TAZ level for the city area with missing data is estimated using regional regression resulting in under prediction of total population of the region by 10% that is adjusted with respect to the error obtained at ward level. The use of small size NMT-TAZ helps in accounting for 83% of the total walk trips as inter-zonal trips as compared to only 17% when ward boundaries are used as TAZ. The method is useful in estimating population at spatially finer scale in case of limited data availability. [ABSTRACT FROM AUTHOR]

Development of compact cities, many contend, aids in the promotion of sustainable modes (public transit, walking and cycling). But the studies done until now have inadequately represented the effect of socio-economic stratification on the relationship between built environment factors and non-motorized transport (NMT) mode choice, which is important in context of a developing country like India. The present study, done in the city of Bangalore, analyzes the influence of built environment factors –density and diversity - on the mode choice and trip distance for the two segments: respondents owning at least one personal vehicle and respondents not owning any personal vehicle. The built environment factors are analyzed for their marginal effects in the presence of various socio-demographic and alternate specific attributes. The results of the built environment factors for the vehicle non-owning group highlighted the requirement of a policy framework to reduce their trip distance by controlling their employment and housing location. The gender of a commuter had a significant effect on the choice of modes, and the results that females had a higher likelihood of using NMT compared with males contradicted the results in other cities. Also, the trip distance model determined that females preferred a shorter walking distance compared with males. Further, the study determined the need for a well-planned, inclusive and coordinated land-use and transport control strategies in the future. [ABSTRACT FROM AUTHOR]

Transport system is the key indicator of sustainable spatial development, because if it is ineffective it can render the economy, the environment, and society vulnerable. Despite the large number of already existing research, the city transportation system's development strategy design is still a relevant objective, because the existing ways and strategies of the transport development may not always be applicable in certain circumstances. This article presents the possible ways of improvement of sustainability of the city transportation systems adapted in accordance with the peculiarities of Russian cities. It is stated that when working out a city transportation system's development strategy it is necessary to take into account all possible risks. According to the case study of Naberezhnye Chelny city, all vulnerabilities of the system that today are typical almost for all Russian cities were analyzed, classification of risks was made, and means of their control were suggested. Solutions proposed as a result of the SWOT-analysis can be used when developing transport strategies for other cities with similar specificity. [ABSTRACT FROM AUTHOR]