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This article contributes to the burgeoning dialogue in Black geographies by adding a focus on transport. Because there is no singular, all-encompassing framework for Black geographies, this article draws on a long history of Blackness and Whiteness in the discipline of geography and beyond. It contextualizes the contemporary conversation within critical reflections from feminist, indigenous, and queer as well as decolonial and postcolonial studies. These wider considerations are especially important for geography, a discipline historically detached from efforts to deracialize the city. The article then refines its focus on Blackness and transport by reflecting on race and mobility in South African cities. The empirical focus for these deliberations is Johannesburg, where transport has historically been used as a tool for discrimination and control, and in the postapartheid context, transport provides unbridled opportunities for social and spatial integration. Three frameworks for exploring Black transport geographies are then introduced: the policies and laws that control movement, community action and protest against racist transport, and the emergence of informal transport systems. The aim of this article, however, is not to promote a particular approach for bringing transport into conversation with Black geographies, but rather to provide a rigorous reflection that is not only analytically productive but practically useful. [ABSTRACT FROM AUTHOR]

Background: Few studies have examined high school students' physical activity habits using objective measures. The purpose of this study was to describe pedometer-determined habitual physical activity levels of youth. Methods: 236 high school students (age 12-18 years) wore sealed pedometers for 5 consecutive days. Data were analyzed using generalizing estimating equations. Results: Mean steps/d (± SE) differed significantly by sex (males, 10,849 ± 381; females, 9652 ± 289), age (junior students [years 9-11], 11,079 ± 330; senior students [years 12 and 13], 9422 ± 334), time of week (weekday, 12,259 ± 287; weekend day, 8241 ± 329), and mode of transportation to and from school (walkers, 13,308 ± 483; car transit users, 10,986 ± 435). Only 14.5% of students achieved at least 10,000 steps on every day during the monitoring period. Conclusion: Daily step counts differed substantially by age, sex, time of week, and transportation mode to school. [ABSTRACT FROM AUTHOR]

Background: Despite the growing interest in active (ie, nonmotorized) travel to and from school, few studies have explored the measurement properties to assess active travel. We evaluated the criterion validity and test-retest reliability of a questionnaire with a sample of young schoolchildren to assess travel to and from school, including mode, travel companion, and destination after school. Methods: To assess test-retest reliability, 54 children age 8 to 11 years completed a travel survey on 2 consecutive school days. To assess criterion validity, 28 children age 8 to 10 years and their parents completed a travel survey on 5 consecutive weekdays. Results: Test-retest reliability of all questions indicated substantial agreement. The questions on mode of transport, where you will go after school, and how you will get there also displayed substantial agreement between parental and child reports. Conclusions: For this population, a questionnaire completed by school-age children to assess travel to and from school, including mode, travel companion, and destination after school, was reliably collected and indicated validity for most items when compared with parental reports. [ABSTRACT FROM AUTHOR]

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BACKGROUND: Disparities in healthcare access and delivery, caused by transportation and health workforce difficulties, negatively impact individuals living in rural areas. These challenges are especially prominent in older adults. DESIGN: We systematically evaluated the feasibility, acceptability, and effectiveness in providing telemedicine (TMed), searching the English‐language literature for studies (January 2012 to July 2018) in the following databases: Medline (PubMed); Cochrane Library (Wiley); Web of Science; CINAHL; EMBASE (Ovid); and PsycINFO (EBSCO). PARTICIPANTS: Older adults (mean age = 65 years or older, and none were younger than 60 years). INTERVENTIONS: Interventions consisted of live, synchronous, two‐way videoconferencing communication in nonhospital settings. All medical interventions were included. MEASUREMENTS: Quality assessment, using the Cochrane Collaboration's Risk‐of‐Bias Tool, was applied on all included articles, including a qualitative summary of all articles. RESULTS: Of 6616 citations, we reviewed the full text of 1173 articles, excluding 1047 that did not meet criteria. Of the 17 randomized controlled trials, the United States was the country with the most trials (6 [35%]), with cohort sizes ranging from 3 to 844 (median = 35) participants. Risk of bias among included studies varied from low to high. Our qualitative analysis suggests that TMed can improve health outcomes in older adults and that it could be used in this population. CONCLUSIONS: TMed is feasible and acceptable in delivering care to older adults. Research should focus on well‐designed randomized trials to overcome the high degree of bias observed in our synthesis. Clinicians should consider using TMed in routine practice to overcome barriers of distance and access to care. J Am Geriatr Soc 67:1737–1749, 2019 [ABSTRACT FROM AUTHOR]

Highlights • A method is proposed to assess social risk associated with transportation networks. • Robust traffic assignment based on expected residual minimization is used. • An efficient, robust algorithm is developed to conduct robust traffic assignment. • The method is demonstrated through two illustrative examples. Abstract Climate change and population growth can affect the supply and the demand sides of transportation networks, respectively. Rational assessment of societal risk of transportation networks should consider these effects, both of which are uncertain in nature. In this paper, a novel method is proposed to assess societal risk of transportation networks subjected to uncertainties due to climate change and future population growth. The method is posited on a robust traffic assignment model using the expected residual minimization approach. A novel algorithm, combining smoothing method, quasi-Newton technique, and Latin hypercube sampling, is developed for the efficient implementation of the proposed method. The proposed method can produce a deterministic traffic flow pattern that deviates as little as possible from the traffic flow patterns associated with all future scenarios. The obtained traffic flow pattern can then be used to estimate societal risk of transportation networks. A number of examples, including a real-world highway bridge network in Camden County, New Jersey, are provided in this paper to demonstrate the efficiency, effectiveness, and application of the proposed method. It is found from the examples that (a) the proposed method is more efficient and robust than existing algorithms for robust traffic assignment under uncertainties, and (b) climate change and population growth can significantly alter the traffic pattern in a transportation network and thus increase the societal risk posed upon traffic users. [ABSTRACT FROM AUTHOR]

Transport-related social exclusion (TRSE) is a common problem across the globe. Despite TRSE has been identified to be a multifaceted concept, researchers often focus on a single dimension to identify individuals/groups facing exclusion, which leaves most of the at-risk groups unidentified - due to a lack of comprehensive empirical framework. This paper reports the development of a multidimensional framework through a review of the literature and based on a Delphi survey. A range of dimensions and indicators of TRSE were identified through the review. Their suitability was assessed by the experts through a two-round Delphi survey - involving 33 international experts. These experts reached a consensus that individuals are likely to face TRSE in physical, economic, temporal, spatial, psychological, and information dimensions, which can be measured by 15 key indicators consisting of 47 sub-indicators. The findings of this research serve as a guide for scholars and policymakers to understand what constitutes TRSE and act accordingly. [ABSTRACT FROM AUTHOR]

Historians have long understood rootedness as a hallmark of the Nazi regime and German race thinking. Blood and Soil implied an intimate bond between lands and peoples, and the Nazis co-opted ideas of Heimat to claim that members of the German race were indelibly marked by their milieu. Meanwhile, German designs on living space and the creation of a land empire are hallmarks of the territorialized logic of "heavy" modernity. Closer attention to German engagements with mobility complicates this picture, however, demonstrating how the material effects, embodied experiences, and discursive renderings of movement in Nazi Germany influenced geopolitical calculations and everyday life in equal measure. The Nazis celebrated mobility as much as they cherished rootedness. Mobility politics lay at the foundation of power relations in the Third Reich, and the Nazis developed a set of institutions in the form of a circulatory state to manage the productive potential and disruptive danger of mobility. Systems and logics of mobility connected seemingly distinct realms of historical experience in Nazi Germany, suggesting the potential of mobility for historians who study other times and places. [ABSTRACT FROM AUTHOR]

Abstract Transportation, especially high-speed rail (HSR), plays a key role in urban development. Although many empirical studies have substantiated the impact of HSR on urban economic outcomes, the role of HSR in urban spatial expansion is seldom empirically measured. Previous studies have shown that the improvement of transportation infrastructure and technology can promote the expansion of cities, mostly on the construction land area announced by the government. This study, which is based on high-precision calibrated nighttime light satellite images, accurately measured the impact of HSR on urban expansion. We estimated a difference-in-differences model after eliminating selection bias by propensity score matching. HSR has a positive effect on urban expansion with an elasticity of 0.12–0.13. In addition, HSR is almost twice as successful at promoting urban expansion in the underdeveloped central and western cities as in the developed eastern cities in China. Governments should consider the varying responses of cities at different levels of development when using HSR to promote urban development. For future HSR line planning in China, the governments should appropriately focus on the central and western regions in order to achieve the most efficient use of resources and balanced regional development. [ABSTRACT FROM AUTHOR]

Current approaches for understanding and influencing transport behaviour often involve creating fixed, homogenous groups of similar surveyed individuals in order to explore specific behavioural profiles, an approach known as segmentation. Most commonly, segmentation is not based on a formal statistical model, but either a simple ‘a priori’ defined group classification narrative, failing to capture the complexity of varying group characteristics, or a ‘post hoc’ heuristic cluster analysis, applied to multidimensional behavioural variables, creating complex descriptive group narratives. Here, we present an alternative, Bayesian finite mixture-modelling approach. A clear group narrative is created by constraining the Bayesian prior to group survey respondents based on the predominance of a single apposing transport behaviour, while a detailed insight into the behavioural complexity of each group is achieved using regression on multiple additional survey questions. Rather than assuming within group homogeneity, this creates a dynamic group structure, representing individual level probabilities of group membership and within group apposing travel behaviours. This approach also allows for numerical and graphical representation of the characteristics of these dynamic, clearly defined groups, providing detailed quantitative insight that would be unachievable using existing segmentation approaches. We present an application of this methodology to a large online commuting behaviour survey undertaken in the city of Exeter, UK. Survey respondents are grouped based on which transport mode type they predominantly commute by, and the key drivers of these predominant behaviours are modelled to inform the design of behavioural interventions to reduce commuter congestion in Exeter. Our approach allows us to prioritise the most effective intervention themes, and quantify their potential effect on motor vehicle usage. For example, we identify that individuals that predominantly commute by public transport, but also sometimes motor vehicle, do so on average up to one day per week less often, if they are strongly concerned about the environment, demonstrating how an intervention to promote environmental awareness could greatly reduce motor vehicle usage within this group. [ABSTRACT FROM AUTHOR]

Traffic congestion is getting worse and commuting cost is getting higher in every major metropolitan area. In this study, we attempt to explore the negative externalities of traffic congestion focusing on housing prices. We use a unique transportation dataset, the National Performance Management Research Data Set (NPMRDS), which contains information on every 5 min travel time across the extensive region to measure traffic congestion at the local level. In order to estimate the effect of traffic congestion on residential property values, we use a dynamic hedonic price model with a monthly panel dataset. Our findings show that while there is no significant relationship between congestion growth and housing price growth in rural and non-metro areas, the effects of congestion growth on housing price growth in urban and metro areas are obvious. We verify that traffic congestion functions as a disamenity in a local neighborhood. Transportation policies that aim to relieve traffic congestion should consider that severe traffic congestion may have an adverse effect on local property values. [ABSTRACT FROM AUTHOR]

The present study demonstrates the application and usefulness of travel time reliability as a level of service (LOS) measure for urban arterial and inter-urban highway corridors on Indian roads. For travel time estimation, automatic vehicle license plate number data were collected through TrafficMon system. This system is a fully video-based enforcement system designed to measure the speed of vehicles passing in view of the camera, and read the vehicular license plate number. This system was implemented at the entry and exit side of the identified three study corridors and data were collected during morning and evening peak periods. The data were analysed and various travel time reliability measures were evaluated. The study also attempts to correlate reliability measures such as planning time (PT), buffer time (BT), planning time index (PTI) and buffer time index (BTI) with volume-to-capacity ratio which is the most widely used LOS measure for Indian roads. Analysis of results indicated that at LOS B the travel time of intercity highway was 40-46 sec/km, whereas it was 64-80 sec/km and 75-135 sec/km for urban uninterrupted and interrupted corridors respectively. The planning time for LOS B was more on urban arterial corridors when compared to inter-urban corridor for the same width of the carriageway. The upper limits of LOS B for PT were 132 sec/km and 63 sec/km for uninterrupted urban corridor and intercity highway corridor respectively. Other parameters of reliability like PTI and BTI were also evaluated and their values for different ranges of volume-capacity ratio were presented for identified corridors. [ABSTRACT FROM AUTHOR]

A hinterland transport chain is the transport network on the landward side of a seaport, over which cargo moves to/from the seaport. A hinterland transport chain choice is jointly determined by seaports, dry ports, intermodal carriers, importers and exporters. In this paper, determinants of sea/dry port choice, shipper choice and intermodal carrier choice are deduced to also be determinants of hinterland transport chain choice. Furthermore, a behavioral model is presented that describes the joint choice of a hinterland transport chain, accounting for each of the above parties’ objectives: sea/dry ports seek to maximize throughput; intermodal carriers seek to maximize profits; and shippers seek to minimize logistics cost. The behavioral model is used in the analysis of unexplored areas in the hinterland transport chain literature, i.e. the fundamental issues of the existence and uniqueness of such chains. [ABSTRACT FROM AUTHOR]

This paper identifies the very limited connectivity provided by the current public transport system to the most deprived groups of Santiago de Chile, and explores the territorial aspects of transport and social housing policies that have contributed to the creation of unequal public transport schemes. To achieve those aims, we present a review of public policies in Chile and the results of an original quantitative analysis that measures the travel times required to access the opportunities and activities located in the city. The results show that housing policies put people at a disadvantage by increasing the distance between them and the opportunities of the city. Three decades after the implementation of housing policies, transport still fails to mitigate these distances and instead of alleviating the patterns of segregation, it may have reinforced them. The travel times required increase towards the periphery (even though densities do not decrease) and are higher than the averages of the city in social housing estates. [ABSTRACT FROM AUTHOR]

This research studies the process and the political decisions that were carried out in the creation of Seoul Metropolitan Area (SMA) in order to respond to a territorial reorganization associated to a public transport supply that resulted in a model of transit-oriented development (TOD). Contemporaneously, the paper studies the normative framework that governs the metropolitan areas in Colombia and its metropolitan public transport, as well as, it studies the structuring of the metropolitan collective public transport system of the Aburrá Valley Metropolitan Area (AVMA). The aim of the research is to understand the process of territorial and transport policy decisions that were held in the SMA, which makes it an example and case of study to contextualize a reorganization of the collective public transportation system in the Colombian case, specifically in the AVMA. The objectives of the research are identifying the regulatory principles of territorial and transport planning, strategies, and instruments used for setting the policy decisions that have a binding character on the operating entities of the collective public transport system. In order to put the characteristics of the AVMA collective public transport bus system in evidence, a comparison between SMA and AVMA was developed. The implications emerged from this comparison are used to generate guidelines through three themes: a) governance; b) financial system and c) operational aspects. The guidelines hope point the reorganization of the public transportation bus system and a future transition to a model of Transport - and People - Oriented Development in the Colombian metropolitan level context. [ABSTRACT FROM AUTHOR]

Contemporary research in the field of transportation is paying due attention to the geography and composition of personal social networks. However, still little is known about the quality of social interactions, although arguably the subjective quality of social interaction is more important for individuals’ quality of social life than the quantity of it. It is, therefore, important to gain insight in the subjective aspects of social activities in addition to the objective aspects. To that end, this study summarizes empirical evidence of factors that make a particular social interaction valuable. Value or the quality of social interactions is measured by individual’s subjective evaluation of the importance of social interactions. Based on social interaction diary data collected in 2014, two analyses were conducted - a negative binomial regression model to predict the number of (very) important face-to-face interactions per individual, and a two-level ordinal logit model to predict the importance of each interaction. Explanatory variables were individuals’ personal, neighborhood and mobility characteristics. Results suggest that neighborhood and mobility characteristics are important in explaining the quality of social interactions. Frequency of important social interactions is positively associated with frequency of walking or cycling. The frequency of important social interactions was also found to be higher for people living in neighborhoods with higher levels of perceived social cohesion and walkability, and lower for people living in rural areas, in neighborhoods with higher percentages of older residents and in neighborhoods with higher percentages of ethnic minorities. Policymakers, urban planners and decision makers should therefore aim to increase walkability and neighborhood social cohesion, with due attention to neighborhoods with high percentages of elderly and immigrant population. [ABSTRACT FROM AUTHOR]

Scholarship on the drug trade shares points of convergence with work on mobilities studies and transport history, particularly in the study of the production, commerce, and consumption of licit and illicit drugs in spatial and geographical context. The visibility of the connections between drugs studies and mobility and transport history has become more evident very recently, in part, because of the novelty of both areas of study. The authors identify literature intended to offer a bridge and foster a discussion among specialists in these distinct fields. [ABSTRACT FROM AUTHOR]

This paper argues that the sub-disciplines of transport history, migration history and mobilities studies too rarely interact directly with each other, and that there is much to be gained from the integration and cross-fertilisation of different approaches. Migration historians rarely directly consider the modes of transport used to travel, and although there has been increased interaction between transport historians and mobilities scholars in recent years the full potential of such interactions is yet to be exploited. The experience of travelling, and the convenience of the modes of transport used, can significantly influence later decisions about migration and mobility. This paper calls for a greater focus on such topics and explores some of the potential benefits. [ABSTRACT FROM AUTHOR]

Transportation has significant and long lasting economical, social and environmental impacts, and so is an important dimension of urban sustainability. Any effort that is made to achieve sustainability must take into account that universities are unique places functioning in specific contexts. Any university working towards sustainability must deal with the issue of transportation as students, staff and visitors commuting to and from campus represent one of the most important impacts a university has on the environment and society. Through the analysis of a specific experience, the main reflection of this paper is to improve the mobility patterns of the University of the Basque Country of San Sebastian in favor of the most secure, sustainable, fair and efficient ways of transport. [ABSTRACT FROM AUTHOR]

The problem of sustainable transport system development is currently very important and frequently analysed. It concerns promotion of such transport, which is efficient, cost effective and meets the expectations of the society. At the same time, such transport should minimize its negative impact on public health, environment, and economy or urban planning. This paper deals with selected aspects of developing sustainable transport systems and assessing them based on their negative impact on society (amount of pollution and noise emissions). A number of different scenarios for the sustainable transport system development were presented. In addition, a procedure for evaluating these scenarios was proposed (using appropriate evaluation criteria and indicators, including noise and pollutant emissions from road transport). The studies presented in this paper were carried out using the PTV Visum tool and transport models developed in it (e.g. EMITRANSYS or MTAW 2015). [ABSTRACT FROM AUTHOR]

This paper analyzes the influence of transportation infrastructure, and in particular of the Regional Express Rail (RER), on employment and population growth in the Paris metropolitan area between 1968 and 2010. In order to make proper causal inference, we rely on historical instruments and control for all other transportation modes that could be complement or substitute to the RER. Our results show that proximity to an RER station increases employment and population density and, in particular, employment and population growth. The latter effects are higher in municipalities located near RER stations and close to employment (sub)centers. They are also found to be particularly strong for jobs in the service sector, for factory workers, and for highly educated population. We find no impact of the RER expansion on employment growth during the first part of the period, while the effect on population growth appears earlier but declines over time. [ABSTRACT FROM AUTHOR]

Background Encouraging sustainable travel behavior in emerging adults is important because this transport choice might persist into adulthood. However, research on transport habits in emerging adulthood is scarce. This study aimed to examine potential differences in walking, cycling, car use and public transport use between three groups of emerging adults (secondary school students (17–18 yrs), studying young adults (18–25 yrs) and working young adults (18–25 yrs)), and to investigate differences in choice of transport modes within each of the three groups according to gender, SES and living environment. Methods A cross-sectional design was used to collect self-reported data via an online survey that assessed socio-demographic variables, commuting (to work or school) and transport to other destinations. 1307 emerging adults completed the questionnaire. Zero-inflated negative binomial regression models were used. The four dependent variables were minutes per week walking, cycling, car use and public transport use. Results Compared to the other two groups, secondary school students were most likely to cycle, studying young adults were most likely to walk and use public transport and working young adults were most likely to use a car. In each of the three groups, men were more likely to cycle than women and women were more likely to commute by car to work/school than men. Female secondary school students were also more likely to use a car to other destinations. In each of the three groups, urban emerging adults were more likely to walk and less likely to use a car than those living in rural areas. Urban studying young adults were more likely to cycle to other destinations and urban working young adults were more likely to cycle to work than their rural counterparts. Urban secondary school students were less likely to use public transport to school, although urban studying young adults and working young adults were more likely to use public transport than their rural counterparts. In each of the three groups, high SES emerging adults were more likely to travel by car to other destinations than those with low SES. Conclusions Future active transport interventions should focus on female emerging adults and on maintaining the habit of cycling after reaching the age at which it is possible to obtain a driver’s license. More research on the travel behavior of working young adults is needed as this often neglected target group was least likely to use active and public transport and most likely to travel by car among the three comparison groups. Encouraging the combined use of active and public transport might help to decrease car use when travelling longer distances. [ABSTRACT FROM AUTHOR]

This paper discusses the issue of transport disadvantage, which can influence people's everyday lives. Evening outings are very important part of young people's lives. Since young people are considered transport disadvantaged part of society, the aim of this paper is to investigate the impact of transport disadvantage on evening outings of high school students of the City of Zagreb. Particular emphasis is put on the difficulties in accessibility of evening outings and the way transport influences them. The research was based on quantitative, as well as qualitative methods. Quantitative data were obtained through questionnaire performed among 826 high school students of high schools of the City of Zagreb. Qualitative data were collected through eight focus groups, in order to deepen the research. Data analysis revealed that almost 3/4 of high school students expressed the attitude of having difficulties with accessibility of evening outings. It also revealed that almost 3/4 of the students who participated in the evening outings outside their neighbourhoods stated that transport influenced the activity. The existence of students who cannot attend evening outings because of transportation was also determined. [ABSTRACT FROM AUTHOR]

El transporte público es clave para garantizar la capacidad de las personas para acceder a las oportunidades que ofrece la ciudad. A diferencia de otros medios de transporte, como el automóvil, este es el que menos peso monetario recarga sobre los usuarios, lo que lo convierte en el medio que más desmercantiliza la movilidad. En este trabajo se analizan los niveles de cobertura territorial del transporte público, así como la capacidad de pago por el servicio en la ciudad de Montevideo. Además, se buscan pautas de estratificación entre grupos socioeconómicos diversos. Los indicadores presentados dan cuenta de niveles muy altos de cobertura básica de la red, lo que coincide con un patrón de crecimiento asociado al seguimiento de la demanda espacial y horaria. Esta cobertura presenta varios matices de acceso estratificado, en particular al incorporar la dimensión de la capacidad de pago. La evidencia indica que el gasto de los hogares registra una distribución regresiva en materia de acceso. [ABSTRACT FROM AUTHOR]

Arterials are types of roads designed to carry high volumes of motorized traffic. They are an integral part of transportation systems worldwide and exposure to them is ubiquitous, especially in urban areas. Arterials provide access to diverse commercial and cultural resources, which can positively influence community health by supporting social cohesion as well as economic andcultural opportunities. They can negatively influence health via safety issues, noise, air pollution, and lack of economic development. The aims of public health and transportation partially overlap; efforts to improve arterials can meet goals of both professions. Two trends in arterial design show promise. First, transportation professionals increasingly define the performance of arterials via metrics accounting for pedestrians, cyclists, transit riders, and nearby residents in addition to motor vehicle users. Second, applying traffic engineering and design can generate safety, air quality, and livability benefits, but we need evidence to support these interventions. We describe the importance of arterials (including exposures, health behaviors, effects on equity, and resulting health outcomes) and make the case for public health collaborations with the transportationsector. [ABSTRACT FROM AUTHOR]

In this paper, we examine the hypothesis that bicycles can compete with cars in terms of travel time in dense urban areas. We conduct a detailed investigation of the differences in observed travel times by taxi and a bicycle-sharing system (BSS) in New York City in 2014. The taxi trips with origins and destinations in proximity to BSS stations are identified and compared to BSS trips from the same origin and destinations. The travel time comparison is conducted along following dimensions: (a) all trips, (b) temporal dimension including different time periods of the day, weekday versus weekend, and seasonal variation, and (c) distance categories. It is found that during weekdays’ AM, Midday and PM time periods for more than half of OD pairs with distance less than 3 km, BSS is either faster or competitive with taxi mode. To further shed light on the travel time comparison, we develop a multivariate analysis using a random utility framework in the form of a panel mixed multinomial logit model. Identifying and understanding the factors that influence the travel time differences can help planners to enhance the BSS service offerings. The provision of information to bicycling-inclined individuals on the “faster” alternative could be used as a marketing tool to attract higher usage for BSS within dense urban cores. The comparison of BSS and taxi can also shed light on the competition between bicycle and car modes in general in dense urban areas. [ABSTRACT FROM AUTHOR]

In recent years, car sharing has become an international transportation trend and has shown the potential to change the way people use cars. Sociodemographic variables are the key drivers of mobility patterns and travel modes and may determine the diffusion of car sharing services in the urban population. The present paper considers the impact of sociodemographic variables on car sharing behavior and explores individual choice between car clubs and peer-to-peer car sharing services. We carry out an international survey and analyze a representative sample of 2733 car owners in four major metropolitan areas: London, Madrid, Paris, and Tokyo. The empirical analysis identifies key drivers of car sharing behavior and choice. The findings yield practical insights for business practitioners and transportation planners. [ABSTRACT FROM AUTHOR]

The work is dedicated to improving the principles of roads' beautification elements placing. Is improved the classification of roads' beautification elements. Are detected the factors that affect the visual perception of road environment by driver and passengers. Are improved the principles of roads' beautification elements placing by developing new - the principle of simulation the spatial corridor. Are structured roads' beautification elements according to hierarchical levels. Is constructed the structural model of the spatial corridor of highway and street with distribution in sub corridors to deploy beautification elements. The spatial corridor and subcorridors are characterized by width, height and length and are proposed the formulas for their determination. For automation the determination of parameters the first time is developed a computer program ROAD BEAUTIFICATION. Is improved the methodology of designing comprehensive roads beautification according to the proposed principle. [ABSTRACT FROM AUTHOR]

In this paper transport infrastructures are presented highlighting their role in promoting sustainable mobility, i.e. reducing congestion and therefore improving the quality of the environment within which they are conceived. The implementation of the Great Project Naplest in the city of Naples in the south of Italy is here reported as case study. The latter is made up of an integrated set of actions with the objective of overcoming the problems of traffic saturation and therefore of reducing pollutants' emissions in the existing road network with the subsequent renewal of the eastern part of the city itself. [ABSTRACT FROM AUTHOR]

Transformation of the motor vehicle fleet has been an important feature of the world’s peak car phenomenon. Very few urban transport studies have explored such important changes in large urban cities. Using an innovative green vehicle datasets constructed for 2009 and 2014, this paper investigates the ongoing change in urban private vehicle fleet efficiency (VFE) in Brisbane. The spatial patterns of VFE change were examined with social-spatial characteristics of the urban area. The results showed that the social and spatial effect of VFE changes remain uneven over urban space. The inner urban areas have experienced higher level of VFE change, whilst people in the outer and oil vulnerable areas showed a low tendency in shifting to more efficient vehicles. The implication of VFE change for future household vehicle adoption was also evaluated based on a cost-benefit analysis of new vehicle technology costs and expected fuel savings for households that choose a fuel efficient vehicle. The results show that imposing a stronger national fuel economy target in the long term would accelerate evolution of vehicle fleets and oil vulnerability reduction in Brisbane. [ABSTRACT FROM AUTHOR]

This study investigates the environmental burdens of three logistics system scenarios for residue processing and transportation under different road type distributions using life cycle assessment (LCA). The three scenarios are as follows: bin truck with stationary grinder at centralized landing (base case); bundler with electric grinder; and mobile chipper at slash piles. The total distance between the forest site and the bioenergy facility is set at 50 miles one way. The functional unit is 1 bone-dry ton (BDT) of residues transported from the forest site to the bioenergy facility. Results indicate that the mobile chipper system posts the lowest global warming impact under all types of road distributions (38.2 - 41.4 kg CO2 eq [84.2-91.3 lb CO2 eq]), whereas the base case shows the most rapid reduction in global warming impact as highway distance increases (43.8 -56.9 kg CO2 eq [96.6 -125.4 lb CO2 eq]). Potential impacts from acidification, eutrophication, and smog indicate reduction as highway distance increases. Along these LCA metrics, road conditions play an important role in determining the most efficient residue collection system. As the residue piles are located further from paved highway, the bundler and the mobile chipper systems present greater environmental advantages. [ABSTRACT FROM AUTHOR]

Equity refers to a fair sharing of costs or resources. Horizontal equity concerns distribution among individuals or groups with the same necessities, whereas vertical equity should be considered in situations with different levels of needs. This paper deals with transit service, looking at how to make it equitable from a spatial and social point of view. Traditionally equity has been neglected in transit planning, being in the best cases an afterthought during service provision. Hence, we propose a methodology to plan and design public transport routes, which meets the needs of communities fostering equitable accessibility. In this paper we put forward a method to incorporate horizontal and vertical equity goals in a Transit Network Design Problem. We study how the costs of the system change with the attained level of equity and found that higher overall costs may be born if more equitable service provision has to be pursued. [ABSTRACT FROM PUBLISHER]

Despite the recently increasing research interest, this is one of the first studies employing a panel sample of users and nonusers to understand the bike-sharing phenomenon (N = 205). On the basis of a novel surveying technique, a case study on the clients of the state-of-the-art bike-sharing scheme of Madrid (Spain) is presented. BiciMAD is a system of the latest generation, namely, multimodal demand responsive bike-sharing: a fleet of electric pedal-assisted bicycles (pedelecs) with an advanced technology and unique smart service configuration to tackle challenges that may hinder the promotion of cycling and bike-sharing in the city. A statistical test has verified that there is a moderate association between previous intention and actual use of bike-sharing (Cramer's V = 0.25) and both barriers and motivators of further use have been identified. Indicators on mobility patterns show that although drawing primarily from other sustainable modes of transport, bike-sharing has increased mobility (total number and distance of trips) and especially active travel but decreased the perceived travel time. [ABSTRACT FROM AUTHOR]

In recent years, an innovative public transportation (PT) mode known as the customized bus (CB) has been proposed and implemented in many cities in China to efficiently and effectively shift private car users to PT to alleviate traffic congestion and traffic-related environmental pollution. The route network design activity plays an important role in the CB operation planning process because it serves as the basis for other operation planning activities, for example, timetable development, vehicle scheduling, and crew scheduling. In this paper, according to the demand characteristics and operational purpose, a methodological framework that includes the elements of large-scale travel demand data processing and analysis, hierarchical clustering-based route origin-destination (OD) region division, route OD region pairing, and a route selection model is proposed for CB network design. Considering the operating cost and social benefits, a route selection model is proposed and a branch-and-bound-based solution method is developed. In addition, a computer-aided programis developed to analyze a real-world Beijing CB route network design problem. The results of the case study demonstrate that the current CB network of Beijing can be significantly improved, thus demonstrating the effectiveness of the proposed methodology. [ABSTRACT FROM AUTHOR]

The paper compares the profiles of Bulgarian migrants travelling to Switzerland by two different means of transport - airway and bus. It provides evidence in respect of the question "Which are the socio-demographic factors that differentiate the subsample of the airway travellers from the bus passengers?". The study shows how observations allocated to different social strata, approached by altered sampling methods, raise diverse assumptions about important migration issues such as employment, education and networking models. In terms of occupation shifts, results from a survey of Bulgarians residing in Switzerland shows an overall pattern of diminishing level of required qualification when moving from Bulgaria to Switzerland. [ABSTRACT FROM AUTHOR]

Many arguments sustaining active modes of transport are related to ameliorating urban life. Biking should be one option for our daily trips including utilitarian trips and not only trips for leisure. Accordingly, designing cycle networks that meet citizens' requirements for daily trips is important to increase modal share. Particularly, it should take into account coherence, directness and attractiveness/comfort, not overlooking safety issues towards other road vehicles. Furthermore, it must consider also the current limitations of existing roads (lane width or gradient), in order not to hinder excessively existing road traffic while rearranging the carriageway for suitable cycle network. These objectives become more challenging when aiming to enlarge an incipient cycle network and make it grow to a large and ubiquitous one, in hilly and consolidated urban areas. The present research proposes a practice-ready method to be implemented for screening the existing road network to potentially rearrange the existing carriageway and accommodate a cycling network in urban areas with such characteristics. The methodology suggests also key indicators to analyze the potential performance of the cycle network, at an early planning stage. Although applied to Lisbon, the cycle network screening method is potentially relevant for countries where major urban agglomerations stand in hilly land and still want to see their cyclists grow in the next years. We conclude that it is possible to potentially fit a large cycle network of almost 20% of Lisbon's total road network. The possible network configurations obtained are assessed in terms of coherence, directness and attractiveness/comfort for bikers. Finally, construction costs of the cycle networks obtained were compared. [ABSTRACT FROM AUTHOR]

The aim of this paper is to assess the reliability of policy evaluation based on Land Use and Transport Interactions models, relative to the choice of the Basic Spatial Units. An UrbanSim (+ MATsim) model applied to Brussels (Belgium) is used as the case study. The evolution of the study area over twenty years is forecasted for four levels of Basic Spatial Units and five scenarios (business as- usual and four alternatives). Results show larger variations between Basic Spatial Units levels than across scenarios. These findings are valid for various sustainability indicators and for a simple cost-benefit analysis aiming at ranking the scenarios. The direction of the variations resulting from the implementation of the scenarios remains, however, the same for all Basic Spatial Units levels. Hence, the influence of the scale on policy evaluation based on Land Use and Transport Interactions models appears limited when it is only intended to compare scenarios, but it will have a crucial role when evaluations are based on absolute variations or threshold values. [ABSTRACT FROM AUTHOR]

In this paper, we develop an innovative and comprehensive transport evaluation criterion to better account for equity considerations in transport project evaluation. This work explores transportation benefits from the consumer’s perspective to accessibility as a key benefit generated by any transportation project. To assess the full benefits of transportation project implementation for various consumers and calculate the improvement in accessibility, it is best to use Activity-Based Models (ABM). ABMs have two important advantages for equity analysis, which have not been utilized in the literature so far: first, ability to analyze results by various groups of the population; second, these models can utilize the Activity Based Accessibility (ABA) measure to estimate the overall benefits from transport investments and policies. The ABA measure allows one person to have different accessibilities for different choice situations, depending on his/her characteristics. We suggest including social and spatial factors in social welfare assessment by introducing the concept of accessibility gains to key social activities. Specifically, it is suggested to incorporate subjective well-being consideration into a new evaluation framework “Equity Benefit Analysis” (EBA). we use an alternative measure, “Subjective Value of Accessibility gains” (SVOA), which is based on the ABM accessibility measure as well as on Subjective Well-Being (SWB) measure, as the key benefit taken into account in the evaluation process. The SVOA is not intended to replace the current practice of analyzing equity by comparing various impacts on different groups of the population, but can aid by providing policymakers with a single measure advancing both equity and efficiency considerations and facilitating comparison among alternatives. Initial case study results indicate the SVOA can show higher benefits to policies focusing on the needs of vulnerable social groups that compared traditional measures. [ABSTRACT FROM AUTHOR]

Transport-related social exclusion is a complex issue. It can be studied from a variety of angles, be influenced by a number of factors, and affect diverse population groups. This study investigates transport-related social exclusion from a multi-dimensional view. Transport inequity was measured based on different development stages of a region using the Lorenz Curve and Gini index, and compared socio-economic characteristics, such as housing affordability, employment self-sufficiency, urban sprawl, and transport-mode share at different degrees of spatial aggregation. Two hierarchical spatial aggregation levels are used: (1) Sydney – Perth; (2) Inner – Middle – Outer sectors. Spatial gaps of transport-related social exclusion are identified for both cities and a number of policy implications are considered to provide suggestions to improve transport-related social inclusion in both cities. [ABSTRACT FROM AUTHOR]

The concept of decoupling embraces both immaterialisation and dematerialisation, by referring to the general delinking of environmental harm from economic production. This paper extends the theoretical debate and methodology on decoupling in transport to cover environmental (e.g. carbon) and social (e.g. fatalities) issues as well as the economic dimensions (e.g. income growth and transport activities). The typology developed here details the concepts of absolute and relative decoupling in a strong and weak version. This typology is then applied to explore the potential and the reality of transport decoupling in 15 major countries over the period since 1990, when concerns over the global environment and social issues have become a central part of the sustainable development agenda, through the measurement of changes in all three of the elements of sustainable development (economic, environmental and social). Two key transport externalities, carbon dioxide emissions and traffic fatalities, are studied, as these represent examples of environmental and social costs associated with increased levels of mobility. These 15 key countries included both developed and developing countries, and they together account for the majority of the global economy, carbon emissions and a substantial proportion of transport fatalities. The results show that decarbonisation of the transport sector has proved more difficult to achieve in the 15 countries over the 22 years than the reduction in the levels of transport-related fatalities. Nevertheless, there is progress being made. Decoupling has taken place in both developed and developing countries, though the experiences vary in terms of timing (earlier vs more recent), consistency (stable vs variable), form (absolute vs relative) and magnitude (strong vs weak). Recoupling effects are limited. Transport has proved to be the most difficult sector to make more sustainable, as it is growing so fast and as it is necessary to support economies and lifestyles. Yet through combining measures of economic (e.g. income), environmental (e.g. carbon) and social (e.g. fatalities) wellbeing, it has been possible to identify positive trends in decoupling transport at the national level, as measured through relative decoupling. The much harder objective of an absolute decoupling is only just beginning to take place, but this must be seen as the primary objective in moving towards sustainability in the transport sector. [ABSTRACT FROM AUTHOR]

Employing the methods of the ‘new transport history’, the article analyses the discourse about the Brenner motorway in Tyrol and South Tyrol during the period of its realization (1959–1974/75). Generally speaking, the construction of the motorway and its impact on processes of communication, exchange and transfer, and on the transnational erosion of transport spaces, was viewed positively and its construction was seen as an urgent economic and transportation necessity. Three thematic strands characterized the mainly homogeneous discourse, albeit with slight differences between Tyrol and South Tyrol: firstly, the association with a connecting ‘European’ infrastructure, which would drive forward the unification of Europe and guarantee a secure economic future; secondly, regional political efforts towards make the Brenner border more permeable, together with concerns about the potentially greater Italianization of South Tyrol resulting from motorway construction; thirdly, discussion about the route of the motorway and the best possible links from economic, traffic, landscaping and aesthetic points of view. [ABSTRACT FROM AUTHOR]