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As part of the shift in policy to promote active travel, the UK's Manual for Streets (MfS) guidance proposed new approaches for priority intersections design in residential areas, promoting lower geometric visibilities for drivers on minor road arms to reduce collision severity, and the low-speed (i.e., 20 mph) limit zone policy. However, the relationship between speed, visibility, and collisions has not been explored comprehensively for these low-speed limit residential areas. This study aimed to evaluate the impact of shorter visibilities on vehicle-bicycle collisions at priority intersections in Portsmouth, UK. Using piecewise Structural Equations Modeling and Artificial Neural Network models, 120 locations in the city were analysed to understand the complex interplay between vehicles' speed, speed limits, visibilities, geometries, traffic flows, and collisions. The research question was whether shorter visibilities supported policy intentions by reducing bicycle collisions in low-speed limit areas, as MfS suggested. The results show that greater visibility 9 m back to left and right positively correlates with higher road traffic collisions. In comparison, greater left-hand visibility at 2.4 m back from minor arms has a counter-effect that improves safety. This supports the notion that shorter visibility in residential areas aid cyclist safety. This study contributes significantly to the literature by shedding light on the impact of shorter visibility on road safety. The findings have important implications for transportation policy and practice, highlighting the importance of the MfS approach for improving cyclist safety in the design of priority intersections. • The pSEM model reveals complex relationship between intersection geometries, and collisions in low-speed limit areas. • The shorter visibility distance in built-up areas correlates with fewer bicycle collisions. • The longer visibilities at 9 m back to the left and right are associated with higher bicycle collisions. • Better left-hand visibility at 2.4 m improves cyclists safety. • The policy implication of 20 mph (30 km/h) speed limits improves the safety of cyclists at intersections. [ABSTRACT FROM AUTHOR]

High-speed rail (HSR) services are experiencing rapid global expansion, posing competition not only in the traditional passenger sector but also challenging air cargo with their attributes of speed and punctuality. In this study, we establish a straightforward model for air-HSR competition in both passenger and cargo markets, taking into account the vertical structure of transportation supply chain. We explore various market equilibria based on the combination of three factors: 1) HSR's provision of cargo services, 2) the integration or separation of HSR's ownership and operation, and 3) uniform or differentiated airport administrative fees for passenger and cargo airlines. The analytical results of our model indicate that the entry of HSR into the cargo market consistently enhances social welfare and may even improve the profit of cargo airlines. However, if airports adopt uniform pricing or there is vertical separation in HSR sector, this could potentially weaken the positive impact on welfare enhancement. These findings have important implications for transportation policy, highlighting how strategic management of infrastructure can significantly influence the effectiveness and societal benefits of HSR's expansion into cargo services. • We develop a model to explore air-HSR competition in passenger and cargo sectors, focusing on their vertical structure. • We evaluate: 1) HSR cargo service, 2) split HSR ownership/operation, 3) airport's distinct fees for passenger/cargo airlines. • Introducing HSR to the cargo market always improves social welfare, without necessarily diminishing cargo airline profits. • A uniform pricing strategy at the airport could potentially harm the profits of most involved entities. • HSR's vertical separation decreases traffic and profits, worsening social welfare, especially in larger markets. [ABSTRACT FROM AUTHOR]

Background: Transportation policies can impact health outcomes while simultaneously promoting social equity and environmental sustainability. We developed an agent-based model (ABM) to simulate the impacts of fare subsidies and congestion taxes on commuter decision-making and travel patterns. We report effects on mode share, travel time and transport-related physical activity (PA), including the variability of effects by socioeconomic strata (SES), and the trade-offs that may need to be considered in the implementation of these policies in a context with high levels of necessity-based physical activity. Methods: The ABM design was informed by local stakeholder engagement. The demographic and spatial characteristics of the in-silico city, and its residents, were informed by local surveys and empirical studies. We used ridership and travel time data from the 2019 Bogotá Household Travel Survey to calibrate and validate the model by SES. We then explored the impacts of fare subsidy and congestion tax policy scenarios. Results: Our model reproduced commuting patterns observed in Bogotá, including substantial necessity-based walking for transportation. At the city-level, congestion taxes fractionally reduced car use, including among mid-to-high SES groups but not among low SES commuters. Neither travel times nor physical activity levels were impacted at the city level or by SES. Comparatively, fare subsidies promoted city-level public transportation (PT) ridership, particularly under a 'free-fare' scenario, largely through reductions in walking trips. 'Free fare' policies also led to a large reduction in very long walking times and an overall reduction in the commuting-based attainment of physical activity guidelines. Differential effects were observed by SES, with free fares promoting PT ridership primarily among low-and-middle SES groups. These shifts to PT reduced median walking times among all SES groups, particularly low-SES groups. Moreover, the proportion of low-to-mid SES commuters meeting weekly physical activity recommendations decreased under the 'freefare' policy, with no change observed among high-SES groups. Conclusions: Transport policies can differentially impact SES-level disparities in necessity-based walking and travel times. Understanding these impacts is critical in shaping transportation policies that balance the dual aims of reducing SES-level disparities in travel time (and time poverty) and the promotion of choice-based physical activity. [ABSTRACT FROM AUTHOR]

This paper uses machine learning approaches to predict the association between traffic volume, air pollution, and meteorological conditions. A key focus is on the interaction between these factors. The paper does this using hourly traffic volume, N O x , P M 2.5 , and weather data for Oslo, Norway. I considered a total of six datasets of the 2019 whole-year data to verify the prediction accuracy of the models. I find that the autoregressive integrated moving average model with exogenous input variables, and the autoregressive moving average dynamic linear model outperform the machine learning models in predicting air pollution. At the same time, I also explored the effect of sampling weather subsets on prediction accuracy. Finally, my study makes optimal policy recommendations for reducing air pollution from traffic volume, after considering the interaction and lagged effects of meteorology, time variables, traffic, and air pollution. [ABSTRACT FROM AUTHOR]

This paper asks how legislative elites—lawmakers serving on statehouse committees with jurisdiction over transportation and energy—set transportation policy and funding agendas and what factors matter for compelling lawmaker policy action or explaining inaction. The role of legislatures in federalist systems has broader implications for the setting of transportation policy agendas, but in this study, we focus on U.S. state legislatures. We report on five focus group discussions conducted with 23 legislative representatives from 19 different states to reveal untapped insights into committee members' perceptions and the factors that drive their attention to certain issues in contemporary U.S. transportation policy. We find that these state-level political elites almost universally see funding as the most important issue and recognize the sector's broad fiscal reliance on motor fuel taxes as structurally unsound, given growing vehicle fuel efficiency and electric vehicle adoption. We find further that, with respect to their own policymaking activities, state lawmakers understand transportation policy and energy transition as distinct issues and appear unable to meet these known challenges by crossing committees to redesign policy. We also see implications of these results more broadly for subnational and provincial governments that, regardless of country setting, must often work across multiple layers of government to set policy agendas in the context of an evolving energy and transportation landscape and that warrant greater attention from policy scholars. [ABSTRACT FROM AUTHOR]

AbstractProblem, research strategy, and findingsTakeaway for practiceThe transportation sector is the largest contributor of greenhouse gas emissions in the United States. To articulate how cities may combat rising emissions, municipalities throughout the country have produced climate action and sustainability plans that outline strategies to reduce their carbon footprints from transportation. At the same time, last-mile delivery—also known as urban freight—is becoming an increasingly important component of urban transport emissions due to the rise of e-commerce. However, few cities are overtly pursuing policies to reduce emissions from this subsector. In this research we used content analysis to determine the extent to which major cities (based on population and growth) were considering or actively developing sustainable urban freight practices. We developed a simple contextual scale to compare the comprehensiveness of planning trends between cities. This content analysis also identified the strategies those cities are considering. Our findings show that fewer than half (45%) of the studied cities have considered last-mile freight in sustainability planning at all. Of those, only 17 (29%) have articulated an intent to dedicate resources toward achieving that goal.We found that urban freight planning is still in its infancy in terms of actions taken by municipal agencies. Though some cities have comparatively comprehensive plans dedicated to the industry, most are just now scratching the surface. Those cities lacking dedicated last-mile freight plans can learn from those other cities initiating pilots and collecting data from the industry. We point out also, though, that urban freight planning requires an understanding of the stakeholders, namely, delivery companies, and the first step for many cities is to initiate communication and collaboration with the private sector to better understand the environmental impact of urban freight in their city. [ABSTRACT FROM AUTHOR]

Bicycles and other forms of micromobility have been anecdotally used in past disasters to help save lives and improve community recovery. However, research and practice are scarce on this resilient transportation strategy, which limits its usefulness and possible benefits. To fill this gap, our paper investigates the potential role bicycles and micromobility in facilitating (or limiting) disaster response and recovery. Given the lack of exploration on the topic, we convened an online workshop where we conducted brainstorming and focus group discussions with disaster experts from various government agencies, not-for-profit organizations, academia, and policy groups. We present a synthesis of that discussion, along with a review of the existing literature. We conclude there is strong potential for bicycles and micromobility for different disaster phases, hazard types, and groups of people. However, multiple barriers exist related to implementation and safety, suggesting a need for future research and policy in the transportation and emergency management fields and practices. • Feasibility of micromobility to aid evacuation is determined by disaster type, disaster phase, vehicle type, and geography. • Micromobility has the potential to aid both the short-term response and longer-term recovery from natural disasters. • Micromobility is flexible and cheap for resource movement and can navigate roads that are impassable for cars and trucks. • Availability of bikes and micro-modes is both a barrier and a facilitator for use during disaster response. • Many political and coordination barriers remain to make micromobility a part of disaster planning. [ABSTRACT FROM AUTHOR]

Offset boosting plays an important role in chaos application in electronic engineering. A direct variable substitution typically will destroy the dynamics of a discrete map even though the initial condition is well considered. The internal fundamental reason is that the left-hand side of a discrete system does not have the dimension of variable differentiation (DVD) like the one of a continuous system. When the key property of DVD is completely preserved, the offset boosting based on a parameter or the initial condition can be reasonably achieved like in a differential system. Consequently, by the initial condition-oriented offset boosting, flexible multistability like attractor self-reproducing or attractor doubling can be further realized. A circuit experiment is completed for the verification of reliable offset boosting. The systematic exploration of offset boosting in a map will cast a new light on chaos regulation and attractor transportation in a discrete map. As a simple case, a two-dimensional Hénon map is taken as the example demonstrating the achievement of offset boosting via the parameter or initial condition. [ABSTRACT FROM AUTHOR]

Traffic congestion is one of the problems faced by big cities in Indonesia, including DKI Jakarta Province. The increase in the number of motorized vehicles which is not balanced with the growth of roads and parking spaces causes traffic jams to get worse. The aim of this research is to examine the implementation of DKI Jakarta Provincial Regulation Number 5 of 2014 concerning Transportation regarding the obligation to own or control garages for motor vehicle owners. This research uses a qualitative approach with analytical descriptive research specifications. The data collection technique used is library research. The data that has been collected is then analyzed in three stages, namely data reduction, data presentation and drawing conclusions. The research results show that the implementation of DKI Jakarta Regional Regulation No. 5 of 2014 Article 140 involves a series of steps to ensure motor vehicle owners comply with the obligation to own or control a garage, including carrying out patrols and inspections in various areas of Jakarta to ensure vehicle owners comply with these rules, as well as the application of sanctions such as fines or other legal actions which can be an instrument. which is used to encourage vehicle owners to comply with regulations. However, there are several obstacles in implementing this policy, such as the limited number of garages available, expensive garage rental costs, and minimal supervision from the authorities. [ABSTRACT FROM AUTHOR]

E-scooters are a convenient, relatively inexpensive and fun new mode of transportation with rapidly increased use in cities throughout the world. Despite the popularity of e-scooters, increases in rider injuries and fatalities have become a public health concern. Objective. To characterize the types of safety issues associated with e-scooter use. Methods. Scoping review methods focused on any safety issues associated with the use of dockless, stand-up, motorized, electric kick scooters from companies offering short-term rentals or through private ownership, published in English between January 2017 and March 2022. Databases included Academic Search Complete, Business Source Complete, Google Scholar, PsychINFO, PubMed, Scopus, SocINDEX, TRID Database, and Web of Science databases. After abstract screening and full text review, a total of 81 studies were included in the scoping review. Results. Few e-scooter riders wear helmets except where legally required. Alcohol impairment is a primary contributor to e-scooter injuries. Younger males, underage riding, double riding, speeding and rider distraction were also identified as behavioural contributors to e-scooter injury crashes. Environmental contributors included crash locations (e.g., sidewalks, bike paths, roads) parking issues (e.g., tripping hazard), fixed object collisions (e.g., lampposts, parked cars), road surface and slope (e.g., uneven, curbs, downhills) and insufficient nighttime visibility. E-scooter reliability was affected by brake failures and design limitations (e.g., stability over rough terrain). Injury patterns included mechanism of injury (loss of balance and/or control, fall) and moving object collisions (e.g., vehicles, pedestrians, bicyclists). The head, face, upper and lower extremities were the most common anatomical locations injured. Fractures, contusions, concussions, lacerations, and sprains were the most frequent injury types. Discussion. Policies, regulations and interventions that address helmet requirements, alcohol and drug use, rider skill and knowledge acquisition, restrictive speed limits, education and enforcement are discussed with respect to evidence-based safety guidance for transportation policy and decision makers. Conclusion . Behavioural, environmental and device design safety issues associated with e-scooter use require effective interventions to reduce the frequency and severity of rider injuries. [ABSTRACT FROM AUTHOR]

Here we consider an application of the method of maximum entropy in the mean to solve an extension of the problem of finding a discrete probability distribution from the knowledge of its marginals. The extension consists of determining joint probabilities when, besides specifying the marginals, we specify the expected value of some given random variables. The proposed method can incorporate constraints as the the requirement that the joint probabilities have to fall within known ranges. To motivate, think of the marginal probabilities as demands or supplies, and of the joint probability as the fraction of the supplies to be shipped from the production sites to the demand sites, thus joint probabilities become transportation policies. Fixing the cost of a transportation policy is equivalent to requiring that the unknown probability yields a given value to some random variable, and prescribing the range for each unknown may have an economical interpretation. [ABSTRACT FROM AUTHOR]

Purpose: To explore citizens' satisfaction with all Bus Terminuses (BTs) in São Paulo City, Brazil. Method: This study performed a Sentiment Analysis of citizens' perception of 32 BTs of São Paulo, composed of 8,371 user comments on Google Maps. Originality/Relevance: This study highlights the role of Sentiment Analysis as an optimal tool for Stakeholder Analysis in the Urban Context. Findings: First, Sentiment Analysis is a valuable source for stakeholderoriented urban management. Second, sentiment Analysis provides detailed information about citizen satisfaction, providing valuable cues for urban managers to improve public service quality. Third, Smart Sustainable Cities can provide multiple and massive quantities of data that all kinds of urban stakeholders can use in decision-making processes, which helps perform Sentiment Analysis. Fourth, Sentiment Analysis is helpful for BT managers to improve BT services based on the users' feelings. Finally, further studies should explore sentiment classification in Sentiment Analysis of the critical aspects unfolded in this study as well as for exploring responsiveness of municipal public services. Methodological Contributions: This study demonstrated that Sentiment Analysis can be a method for scrutinizing stakeholders' opinions and perceptions about governmental services at the city level. Practitioner Contributions: Urban Planners, Transportation Policy Makers, and Urban Managers can use Sentiment Analysis to foster stakeholder-oriented management, which in turn fosters democracy and urban performance. [ABSTRACT FROM AUTHOR]

Technology advancements in the last two decades have changed several aspects of public transit service, particularly related to fares. Transit agencies seek to benefit from new technologies to improve the customer experience by launching mobile fare payment applications ("apps") and adopting more sophisticated fare policies such as fare capping ("caps"). However, there is a limited understanding of the impacts of these two fare innovations on bus ridership. Therefore, this study seeks to quantify the impacts of mobile fare payment applications and fare capping policies (both daily and monthly) on bus ridership. Staggered difference-in-difference techniques were used to evaluate system-level bus ridership for the 50 largest transit agencies in the United States. This approach considers the effect on multiple treated units that adopted apps or caps at different times; it also considers heterogeneity of the treatment effect between treated agencies and over time. The results suggest that the launch of mobile fare payment applications and the adoption of daily fare capping policies did not have significant impacts on system-level ridership. On the other hand, monthly fare capping policies were associated with significant ridership gains. Transit systems that adopted monthly fare capping policies for more than one year experienced an average increase in annual bus ridership ranging from 3.6% to 4.1%; these results were heterogenous and increased over time. These findings can help to inform transit agencies across the United States as they consider different strategies to increase ridership and reverse recent bus ridership declines. Perhaps most important, the staggered difference-in-difference methodology used in this study could potentially be applied to evaluate a wide range of transportation technology and policy innovations with staggered (gradual) rollouts. • Technology innovations have transformed public transit fare collection and policy. • Mobile fare payment apps and fare capping are increasingly common in the USA. • Staggered Diff-in-Diff was used to study these innovations impacts of on ridership. • Monthly fare capping policies increased annual bus ridership by 3.6%–4.1%. • Monthly fare capping policies impact was heterogenous and increased over time. [ABSTRACT FROM AUTHOR]

China and Indonesia are countries with large populations and contributors to world carbon dioxide emissions. One step to reduce emissions is through the adoption of electric vehicle policies. The penetration rate of electric vehicles in China and Indonesia can differ due to the policy approach used. In this study, the analysis method is a bilateral comparative study with a literature review. Based on the results of the analysis, China has adopted an electric vehicle policy since 2001 accompanied by sustainable programs and incentives. Meanwhile, Indonesia has only focused on electric vehicles, especially battery-based electric motor vehicles since 2019. Through the market approach (demand and supply) and infrastructure approach, different policy conditions in China and Indonesia are obtained, and can be used as a benchmark for decision-making for the Indonesian government. The policy implications of the analysis are increasing monetary and non-monetary incentives for producers and consumers, increasing local government participation, and clarifying the steps to execute Indonesia's electric vehicle roadmap. [ABSTRACT FROM AUTHOR]

The classical joint economic lot-sizing (JELS) policy in a single-vendor single-buyer system generates an equal production quantity in all cycles, where the input parameters remain static indefinitely. In this paper, a new two-echelon supply chain inventory model is developed involving a hybrid production system. The proposed model simultaneously focuses on green and regular production methods with an optimal allocation fraction of green and regular productions. Unlike the classical mathematical formulation, cycles do not depend on each other, and consequently, each model parameter can be adjusted to be responsive to the dynamic nature of demand rate and/or price fluctuation. A rigorous heuristic approach is used to derive a global optimal solution for a joint hybrid production system. This paper accounts for carbon emissions from production and storage activities related to green and regular produced items along with transportation activity under a multi-level emission-taxing scheme. The results emphasize the significant impact of green production on emissions. That is, the higher the allocation fraction of green production, the lower the total amount of emissions generated by the system, i.e., the system becomes more sustainable. Adopting a hybrid production method not only decreases the greenhouse gas (GHG) emissions dramatically, but also reduces the minimum total cost per unit time when compared with regular production. One of the main findings is that the total system cost generated by the base closed-form formula of the proposed model is considerably lower in the first cycle (subsequent cycles) than that of the existing literature, i.e., 33.59% (16.13%) when the regular production method is assumed. Moreover, the optimal production rate generated by the proposed model is the one that minimizes the emissions production function. In addition, the system earns further revenue by utilizing a mixed transportation policy that combines the Truck Load (TL) and Less than Truck Load (LTL) services. Illustrative examples and special cases that reflect different realistic situations are compared to outline managerial insights. [ABSTRACT FROM AUTHOR]

With the rapid pace of global urbanization, understanding the impact of the urban built environment on travel behavior has become increasingly significant for developing sustainable and efficient transportation systems. This study conducts a bibliometric review of related research over the past two decades (1997–2023), utilizing 1745 publications from the Web of Science database through network analysis and content analysis. It provides a comprehensive quantitative analysis encompassing publication trends, national and institutional collaborations, and keyword evolution clustering perspectives. The results reveal that (1) academic interest in exploring the implications of the urban built environment on travel behavior has grown markedly, especially in the past decade, with emerging technological approaches and research perspectives; (2) the USA, P.R.CHINA, and the United Kingdom are major research forces in this field, with notable contributions from research institutions in P.R.CHINA and the USA; (3) the "Transportation Research Part" series journals demonstrate extensive influence both in terms of publication count and citation count; (4) through keyword co-occurrence network analysis, three development stages along with five major clusters were identified: travel behavior modeling and public health, active transportation and sustainable development, urban development and carbon emissions, land use and transportation integration, and urban transportation systems and machine learning. Overall, sustained research remains warranted within this field, particularly focusing on selecting new built environment metrics while integrating emerging technologies into travel behavior modeling frameworks. The insights from this study have implications for urban transportation planning and policy, offering guidance on future research directions and policymaking. [ABSTRACT FROM AUTHOR]

Equity is a critical field of study in transportation. The built transportation network does not serve the needs of the population to achieve equal levels of economic vitality and prosperity. Because of these concerns, there has been a recent effort to address these equity issues in the transportation network. This effort coincides with a massive growth in the data that are available for transportation practitioners, known as big data. The growth of data has led to data-driven decision-making to allow for more effective transportation policies and decisions than were afforded with classical methods. However, as the amount of data available has grown, the understanding of the biases within that data and the equity implications of those biases has not. Equity biases are any bias in a data source that produces a negative equity outcome by underrepresenting historically disadvantaged populations. This reframes the concept of data biases by focusing on the equity outcomes of data biases as opposed to the precipitating causes of bias. Understanding, quantifying, and mitigating these equity biases are critical to ensuring the practice of equity is maintained in the transportation field. This paper addresses this concept by first showing the historical and current practices related to equity in transportation, second by reviewing the growth of big data in transportation, and finally by reviewing the current practices related to data biases in transportation. [ABSTRACT FROM AUTHOR]

Intestinal morphology and regulation of nutrient transportation genes during the embryonic and early life of chicks influence their body weight and feed conversion ratio through the growing period. The intestine development can be monitored by measuring villus morphology and enzymatic activity and determining the expression of nutrient transporters genes. With the increasing importance of gut development and health in broiler production, considerable research has been directed towards factors affecting intestine development. Thus, this article reviews (1) intestinal development during embryogenesis, and (2) maternal factors, in ovo administration, and incubation conditions that influence intestinal development during embryogenesis. Conclusively, (1) chicks from heavier eggs may have a better‐developed intestine than chicks from younger ones, (2) in ovo supplementation with amino acids, minerals, vitamins or a combination of several probiotics and prebiotics stimulates intestine development and increases the expression of intestine mucosal‐related genes and (3) the long storage period, improper incubation temperature and imbalanced ventilation can negatively influence intestinal morphology and nutrient transporters gene expression. Finally, understanding the intestine development during embryonic life will enable us to enhance the productivity of broilers. [ABSTRACT FROM AUTHOR]

China, Japan, Korea, and ASEAN have entered a new round of industrial transfer after 2008, and under the influence of this new trend, container logistics between China, Japan, Korea, and ASEAN have entered a period of rapid adjustment. At present, container transportation is the main form of cross-border transportation. In view of the new development trend, the characteristics and effect mechanism of the changes in container logistics need to be further clarified. We focus on the impact of industrial transfer between China, Japan, Korea, and ASEAN countries on container growth between 2009 and 2021, and analyze the Spatiotemporal matching of container growth with industrial relocation based on kernel density and shift-share methods. Based on OLS and PPML gravity model econometric regression methods are applied to measure the increase in value added of intermediate goods caused by industrial relocations driving container growth. The main results of the full paper are as follows: ① Increasing the value of intermediate products through industry transfer is a major contributor to the growth of current container routes. ②In terms of time, the industry transfer has a lagging effect on the growth of container routes. Industry transfer drives the production and export of intermediate goods, and the driving effect is greatest three years later. ③Spatially, there are spatial differences in the effects of the industry transfer on container growth. The industry transfer between Japan and ASEAN, China and ASEAN have a stronger driving effect on container growth, while South Korea and ASEAN have no significant effect. From the perspective of port geography, we suggest that Chinese ports and ASEAN countries can build a "double-loop" connectivity pattern and establish an antecedence zone in the South China Sea. This study can serve as a reference for the design of China's container transportation policy in East and Southeast Asia. [ABSTRACT FROM AUTHOR]

Public transportation (PT) studies often neglect non-routine trips focusing predominantly on commuting. However, recent research revealed that occasional trips make up a substantial portion of public transport journeys, and traveler preferences for non-routine trips diverge from their preferences for regular commuting. We study non-routine trips based on a database of 63 million smartcard (SC) records of PT boardings made in Israel during June 2019. The characteristics of these trips are revealed by clustering PT users' boarding records based on the location of the boarding stops and time of day, applying an extended DBSCAN algorithm. Our major findings are that (1) conventional home-work-home commuters are a minority in Israel and constitute less than 15% of the riders; (2) at least 30% of the PT trips do not belong to any cluster and can be classified as occasional; (3) The vast majority of users make both recurrent and occasional trips. A linear regression model provides a good estimate (R2 = 0.85) of the number of occasional boardings at a stop as a function of the total number of boardings, time of day, and land use composition around the location of trip origin. We discuss the potential applications of our approach in the landscape of diverse flexible PT. • Characteristics of non-routine public transport trips are revealed using an extended DBSCAN clustering algorithm. • The share of non-routine trips is not lower than 30%. • The number of occasional boarding at a stop can be predicted with a linear regression model. • Non-routine trips exhibit specific spatio-temporal patterns. • The patterns of non-routine demand provide the basis for establishing urban transportation policy. [ABSTRACT FROM AUTHOR]

As people have to change their places in order to meet their needs, there has been an increase in the demand for mobility and transport. It has become more important to correctly plan the time spent on roads and traffic according to criteria such as safety, security, comfort, and environmental impacts for the seamless mobility of people and goods. One of the prominent concepts in the studies and search for solutions in this direction is intelligent transport systems. The purpose of the study is to find out the importance of Intelligent Transport Systems (ITS) and policies in the world and in Türkiye in terms of sustainable transportation. In this context, firstly, the importance of ITS and its regional development in the historical process is mentioned. Then, ITS activities and policies in Türkiye and their place in strategy documents is analysed. Finally, the National ITS Strategy and Action Plans related to intelligent transport systems, which have developed as a new transport solution within the framework of sustainability in the world, are evaluated in terms of their contribution to transport, economy and climate change, and technical, administrative, and social focus areas to increase ITS deployments in Türkiye are presented. [ABSTRACT FROM AUTHOR]

The article focuses on the role of public policies in perpetuating disparities between whites and individuals of color in the U.S., particularly in transportation policy, agricultural policy, and housing policy related to the GI Bill. Topics include income gaps between whites and African Americans or Latinx populations, discriminatory aspects of transportation policy affecting communities of color, and recent legislative efforts to address historical racism in transportation and urban planning.

The East African Community, inspired by successful trading blocs, has already begun major transportation strategic plans that will necessarily require large investments. Additionally, significant efforts have been made to harmonize regional transportation legislation and regulations. However, some challenges that may arise in developing such a sustainable regional transportation infrastructure should be carefully determined. In this study, a spherical fuzzy multi-criteria decision-making method is proposed. Ten criteria characterizing the challenges in the regional transportation infrastructure problem have been identified as a result of the pertaining reviewed literature and expert opinions. These criteria were used to prioritize seven strategies for sustainable regional transportation infrastructure. To address complex group decision-making issues, this study presents the integration of Weighted Aggregated Sum Product Assessment (WASPAS) with Step-Wise Weight Assessment Ratio Analysis (SWARA) in a spherical fuzzy (SF) environment. The weight and importance levels of criteria are evaluated using SF-SWARA. SF-WASPAS is then used to prioritize the strategies based on the SF-SWARA-weighted criteria. To assess the effectiveness of the proposed methodology, a sensitivity analysis is carried out, revealing that research and development (S7) and adequate institutional and regulatory framework (S4) are the most appropriate strategies for dealing with these challenges, respectively. The study offers a novel approach for regional political leaders who aim to promote progressive policy, regulatory, and economic frameworks, along with a strong human and institutional capacity for collaborative research, technology, and innovation. [ABSTRACT FROM AUTHOR]

This study contributes to our understanding of the changes in traffic volumes on major roadway facilities in Florida due to the COVID-19 pandemic from a spatiotemporal perspective. Three different models were tested in this study: (1) the linear regression model, (2) the spatial autoregressive model (SAR), and (3) the spatial error model (SEM). For the model estimation, traffic volume data for 2019 and 2020 from 3,957 detectors were augmented with independent variables, such as COVID-19 case information, socioeconomics, land-use and built environment characteristics, roadway characteristics, meteorological information, and spatial locations. Traffic volume data was analyzed separately for weekdays and holidays. SEM models offered a good fit and intuitive parameter estimates. The significant value of spatial autocorrelation coefficients in the SEM supports our hypothesis that common unobserved factors affect traffic volumes in neighboring detectors. The model results clearly indicate a disruption in normal traffic demand due to the increased transmission rate of COVID-19. The traffic demand for recreational areas, especially on holidays, was found to have declined after March 2020. In addition, change in daily COVID-19 cases was found to have a larger impact on South Florida (District 6)'s freeway demand on weekdays compared to other parts of the state. Further, the gradual increase of demand due to rapid vaccination was also demonstrated in this study. The model system will help transportation researchers and policy makers understand the changes in freeway volume during the COVID-19 pandemic as well as its spatiotemporal recovery. [ABSTRACT FROM AUTHOR]

The transportation sector is a significant source of pollution and greenhouse gas (GHG) emissions contributing to global warming. Although research on the actual emissions from transport has been conducted in several parts of the world, very limited outcomes in this field have been reported in the Gulf region. This is especially true for road transportation, one of Qatar's most significant sources of air pollution. To address this research gap, this study provides an invaluable resource for policymakers as it is the first to quantify the current and forecast future transport emissions. In this work, actual data on traffic counts were input into the Low-Emissions Analysis Platform (LEAP) tool, which has never been used in the context of Qatar, making it an outstanding addition to the research in this domain. The ultimate goal is to estimate the transportation emissions from road traffic in Qatar and investigate how different actions lead to three different scenarios that can impact it. Considering that the policy reformation in the transportation sector is crucial to reducing greenhouse gas emissions and climate change, a scenario analysis can provide theoretical support for policy development and implementation. The investigation used the actual vehicle count data from 2017 to 2021, while all future projections considered the duration from 2022 to 2050 using three scenarios. The first was based on the historical growth in the number of vehicles; the second was based on the business-as-usual scenario (BAU); and the third considered that the public transport shall be divided into three sub-scenarios, namely fuel-economy improvement, the electrification of public transportation, and the replacement of diesel or petrol fuel with compressed natural gas (CNG). The results show that carbon dioxide (CO2) emissions were the highest in all scenarios. Moreover, it was found that in the BAU, the light-duty vehicles (LDVs) category is the most significant contributor to GHG emissions compared to motorcycles and heavy-duty vehicles (HDVs). In addition, it was found that emissions can be reduced by improving public transportation, switching to a cleaner fuel, and reducing reliance on private vehicles. [ABSTRACT FROM AUTHOR]

One of the 10 priorities of the Green New Deal is sustainable transportation. It should be considered in the perspective of long-term ecological and economic sustainability, according to the trend of opportunities for sustainable development. The economic and environmental aspects of transportation related to the harvesting and movement of timber play a special role in the energy cost and their environmental impact per distance of raw material supply. The principles of rational and energy-efficient use of transportation equipment play a key role in the movement of raw timber. These are influenced by the availability of timber resources, limitation of vehicle payloads, reduction of energy consumption expressed in terms of reduction of fuel combustion, or current legal and road regulations for timber transportation. The paper evaluates economic and environmental factors in relation to the demand for fuels necessary for the implementation of road transportation of softwood timber. The aim of this paper was to present the current situation of the use of transportation means in the movement of bulky timber, as well as opportunities to optimize fuel consumption and CO2 emissions, affecting the economic and environmental effects. Previous studies on fuel consumption in the transportation of roundwood indicate irrational use of vehicles. This indicates unused payload capacity increasing energy inputs expressed in fuel consumption. It has been empirically investigated that this is the result of improperly approved transport sets adapted to the material being transported. In addition, it was shown that there is a clear correlation between the vehicle payload utilization rate and economic and environmental factors. The results of this study point to the potential to increase the use of transportation vehicles for timber transportation and reduce fuel combustion and CO2 emissions by 7–20%. [ABSTRACT FROM AUTHOR]

The drivers of Powered Two-Wheelers (PTWs) pertain to the collective of so-called vulnerable road users. Crashes have scarcely decreased for these roadway users in recent years, whereas among other users, e.g. cars users, they have declined considerably. Meanwhile, the use of PTWs has risen sharply worldwide. This situation adds a further concern to transportation policies and makes evident the need to explore factors involved in PTW crashes. Yet there is a lack of studies specifically about road safety for PTWs. The present study therefore aspires to advance in the knowledge of the factors affecting PTW crashes on interurban roadways, by means of analyzing the effects of some variables not considered previously in this type of studies —mainly economic resources invested in roads—while also accounting specifically for the exposure to risk of PTWs (veh-km), along with relevant variables related to road traffic, the roadway infrastructure, and socioeconomic, meteorological and legislative factors. To this end, and bearing in mind the latest advancements of incorporating unobserved heterogeneity in count data models, different configurations of random parameters negative binomial models for data panels are presented. The realm of study is the network of national roads in Spain, distributed over 43 provinces, and the time period between 2007 and 2015. The results show significant associations for 11 of the variables considered: annual and accumulated investment in construction, expense on maintenance, proportion of motorways, light and heavy vehicle traffic, per capita GDP, age, unemployment rate, price of gasoline, and modification of the demerit point system (DPS). With respect to transport policy implications, the findings provided in this study may serve to monitor the effects of economic resources allocated to road construction and maintenance —along with other measures, such as gasoline prices and DPS—on PTWs safety. • Road safety for Powered Two Wheeler's is analyzed. • Economic resources dedicated to roads are used as a proxy for road conditioning factors. • Powered Two Wheelers' exposure to risk is specifically accounted for. • Findings are derived from Spain's national road network data from 2007 to 2015. • Safety benefits for road construction investment and maintenance expenditure were reported. [ABSTRACT FROM AUTHOR]

Today, the transportation industry is a service with global implications, one that must be assessed from a social, economic, and societal perspective, and one that has a significant impact on national economies. The study, which focuses on these issues in-depth, offers a conceptual overview of transportation economics systems policies and strategies. It analyzes the economic impacts of international transportation projects on Türkiye and the broader region, using a transportation economics framework. The study could also aim to evaluate Türkiye's transportation policies and strategies and their potential to promote sustainable economic growth and development. It also adds to the literature by analyzing the impacts of similar projects like the Baku-Tbilisi-Kars Railway Project, the Belt and Road Project, the Black Sea Grain Initiative, the TÜRKSAT Communication Satellite Projects, and smart transportation on the potential overall national economy. [ABSTRACT FROM AUTHOR]

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]

We estimate the cost-effectiveness of plug-in electric vehicle (PEV) subsidies in reducing tailpipe-CO2 emissions in China, the U.S., and nine European countries. We find that the per-tonne cost of tailpipe-CO2 avoided increases linearly with the government-subsidized percentage of the PEV price. Costs are relatively higher in the Netherlands and Denmark, which subsidized high-priced PEVs including plug-in hybrids, and lower in the U.S., where PEVs replaced higher-emissions cars. Chinese PEV subsidies have a short-run static cost of up to $1,600 per tonne, far exceeding the social cost of carbon, suggesting that subsidies are more a part of China’s industrial policy than its carbon policy. When subsidy-induced PEV sales and power generation emissions are considered, the ordering of countries based on the cost-effectiveness of subsidies changes. The long-run dynamic subsidy cost is expected to be lower, as current subsidies may drive future innovation and sales, and due to grid decarbonization. [ABSTRACT FROM AUTHOR]

Road Traffic and Transportation Regulations are a condition of traffic that takes place regularly in accordance with the rights and obligations of each Road User. In this modern era, it is not difficult to do something related to transportation, with an online-based mobile application, it can make it easier for people to access online-based motorcycle taxis. This paper discusses how to implement Article 283 of Law Number 22 of 2009 concerning Road Traffic and Transportation in the City of Gorontalo. This study uses empirical legal research methods which are conducted by collecting data through observation and interviews. The results of this study indicate that the application of Article 283 of Law Number 22 of 2009 to online motorcycle taxi drivers who use mobile phones in Gorontalo City is still not effective. It can be seen from the widespread use of mobile phones while driving on the road, the Gorontalo Police Traffic Unit has taken action and also socialized several motorists who use mobile phones while driving, but this is still being done by online motorcycle taxi drivers. [ABSTRACT FROM AUTHOR]

This article reconstructs debates within the Kennedy and Johnson administrations regarding the management of U.S. public transportation. Should transit be treated as a component of the mobility system, or as a tool of land-use planning? In the midst of jurisdictional battles triggered by the formation of two new departments, officials fiercely disagreed about this question and adapted their practices to gain the upper hand. I document how interest in organizing metropolitan growth and concerns about destructive road projects helped justify national housing agencies managing transit programs beginning in 1961. But Congress shifted them to the Department of Transportation in 1968. This was due, I argue, to lingering racist, anti-urban sentiments about housing-agency programs benefiting low-income people and transportation officials previously focused on highways devoting newfound attention to multimodal projects. Despite a fleeting moment of attention to regional land-use and transportation policy, this change ultimately bifurcated and diminished federal planning oversight. [ABSTRACT FROM AUTHOR]

The climate crisis demands a transition in transport policy. Eco-friendly mobility is rising as an alternative to combustion engine vehicles. This study has two critical novelties: First, hydrogen buses have rarely appeared in previous studies, despite their potential; this interdisciplinary research suggests a guideline for hydrogen driven transportation policy at a local level. Second, this study demonstrates priorities in actual policy implementation to promote public acceptance toward hydrogen buses Using the Analytic Hierarchy Process (AHP) for 35 policy practitioners in the local government, socio-political acceptance is deemed a priority, in order to implement the use of hydrogen buses. Additionally, supporting hydrogen infrastructure and facilitating and reinforcing greenhouse gas (GHG) mitigation regulation was prioritized along with the bus fee reduction with hydrogen buses. Carrot and stick style policy instruments were perceived as effective for promoting public acceptance. The results offer practical transport policy guidelines for other local governments in foreign countries. [Display omitted] • Eco-friendly mobility is an alternative to combustion engine vehicles. • Socio-political acceptance is a priority to implement the use of hydrogen buses. • We suggest guidelines for hydrogen driven transportation policy at the local level. • Carrot and stick style policy instruments may be effective for public acceptance. • Practical transport policy guidelines for other local governments are suggested. [ABSTRACT FROM AUTHOR]

Promoting the usage of sustainable commuting modes requires in-depth understanding about residents' commuting mode choice behavior. This study presents an empirical study to investigate the relationship between the built environment and commuting mode choice using CLDS 2016 cross-city questionnaire data. Several multilevel multinomial logit models including the null model, base model, and moderating effect model are developed to analyze the effects of built environments at both city and neighborhood levels on commuting mode choice. Estimation results of the null model reveal the significant spatial heterogeneities in commuting mode choice across different cities and different neighborhoods within a specific city. We then explore the potential built environment variables yielding the spatial heterogeneity via the base model. Results show that the built environment at the city level (including the urbanization rate, number of public transportation vehicles, metro operating mileage, GDP, city population density, and road area per capita) and neighborhood level (including neighborhood population density, air quality, neighborhood location, and land use diversity) could partially explain the spatial heterogeneities in commuting mode choice. In addition, the moderating effects of these built environments on the link between commuting time and commuting mode choice are examined. Results imply that the urbanization rate and neighborhood population density moderate the effect of commuting time on choosing nonmotorized modes, while neighborhood location moderates the effect of commuting time on choosing public transit. Also, the mode shares of nonmotorized mode and public transit under different levels of commuting time are estimated in different built environment contexts. The findings of this study are expected to provide serviceable support for urban planning and transportation policy making. [ABSTRACT FROM AUTHOR]

Organ procurement organizations (OPOs) play a central role in the recovery, preservation, and distribution of deceased donor kidneys for transplantation in the United States. We conducted a national survey to gather information on OPO practices and perceived barriers to efficient organ placement in the face of the new circle‐based allocation and asked for suggestions to overcome them. Of the 57 OPOs, 44 responded (77%). The majority of OPOs (61%) reported barriers to obtaining a kidney biopsy, including lack of an available pathologist. Most OPOs (55%) indicated barriers to pumping owing to a lack of available staff and transportation. Respondents agreed or strongly agreed that the new allocation system has worsened transportation challenges (85%), increased provisional acceptances of kidneys (66%), increased communication challenges with transplant centers (68%), and worsened the efficiency of organ allocation (83%). OPO‐suggested solutions include making transplant centers more accountable for inefficient selection practices, developing reliable transportation options, and removing the requirement for national sharing. These findings underscore the need to examine closely the trade‐offs of the new allocation system with respect to costs, organ ischemia, and discard. These findings may help inform practice and policy for overcoming transportation barriers and improving the efficiency of organ placement. [ABSTRACT FROM AUTHOR]

The term "user persona" recently has become more popular and can reflect the characteristics and needs of each user. To analyze the individual characteristics of each passenger in order to better implement targeted transportation policies, a method to mine travel profiles from each passenger based on their smart card transaction records is proposed, mainly mining six labels of passengers: activity, loyalty, whether they are stable commuters, where they live, where they work, and how they prefer to travel. A case study was conducted in the Huitian area of Beijing, the largest community in Asia, which demonstrated the high practicality and accuracy of the passenger profiling method. The results show that 33.06% of passengers were given the stable commuter label and were more likely to have high activity and loyalty labels, whereas 66.94% of other passengers were more likely to have low activity and loyalty labels; 88.9% of passengers were given the residence label and 67.71% of stable commuters received the workplace label, with an accuracy rate of over 90% according to a travel survey. In addition, the application of passenger labels during the design of demand responsive transit (DRT) was discussed to illustrate how to use the labels to improve the efficiency of DRT. The proposed passenger profiling method is applicable to the data mining of passenger travel labels in a simple and accurate way, and can help public transport service providers and researchers to study individual passenger characteristics and provide a theoretical basis for transit network planning and personalization measures. [ABSTRACT FROM AUTHOR]

Financing of public transportation has been a challenge that needs to be concerned because ridership has decreased by up to 90% with the impact of COVID-19. This study presents sustainable policy recommendations and their cost-benefit analyses for the financing problems in public transportation caused by COVID-19. First of all, the public transportation data of Eskişehir-Turkey between the years 2018-2021 were investigated according to different public transportation modes, and financial losses were calculated for municipality. Secondly, within the scope of the study, six policies were recommended as follows: (i) different network and service plans for public transportation, (ii) new or improved low-budget public transportation, (iii) congestion pricing, (iv) bike, bike-sharing and e-scooter, (v) park and ride, (vi) pedestrianization. Crucial points in the implementation of policies and their possible financial impacts were investigated. According to the findings of the study, total ridership decreased 72.94 million in 2020 and 2021 compared to pre-COVID-19. In different modes, it was observed that the decrease buses ridership was higher than in trams. Municipality financial loss was calculated as $19.69-24.87 million. In the cost-benefit analysis results of recommended policies, net present value was calculated as 0.28-23.36 million $ according to different scenarios and sensitivity analyses. It has been foreseen that this is a very suitable period for the implementation of these policies, they could provide sustainable urban transportation and increase the quality of life as well as solving financial problems. [ABSTRACT FROM AUTHOR]

The present study elaborates on the perspectives of fuel cell electric buses in German public transportation from a purely economic point of view and formulates recommendations for policies in public transportation in Germany. To this end, the study proposes nine valid scenarios and embeds diesel and fuel-cell bus operations into them. The total cost of ownership-based scenario analysis shows that beginning from 2035 fuel cell electric buses will be economically more attractive than diesel buses. The study identifies carbon pricing and subsidization of solar and wind power generation as the central drivers of fuel cell-based public transportation. • Scaling-up of green hydrogen will lead to substantial price reductions. • Full commercialization of the hydrogen FC buses will be achieved latest by 2035. • Hydrogen FC buses will be up to 17% cheaper than that of diesel buses by 2035. [ABSTRACT FROM AUTHOR]

This paper provides a review of the literature on ride-hailing applications (RHA) in Southeast Asia (SEA) to enhance the understanding of RHA's impacts on the urban transportation sector and to inform related planning and regulatory efforts in the context of developing countries. The conceptual framework is based on the stakeholder approach, which identifies three groups of stakeholders: the demand-side, the supply-side, and the public-sector stakeholders. A search on scholarly databases yielded 49 related articles. The results of the review illustrate certain similarities between RHA services in SEA with those reported from developed countries, such as the socio-economic profile of the users. However, several observations unique to the SEA context were also revealed, including (1) the dominance of motorcycles; (2) commuting as the main RHA trip purpose; (3) a higher frequency of RHA use; and (4) a significant proportion of full-time RHA drivers. The review also highlighted research gaps in the literature of RHA in SEA, particularly on how RHA can influence travelers' behavior, its effects on the incumbent transport operators, and its environmental impacts. [ABSTRACT FROM AUTHOR]

Central Asian railways are usually discussed in the context of the Belt and Road Initiative, and most studies deal with the main railway line at the heart of this grandiose China-backed project. Turkmenistan represents a somewhat extraordinary example due to the state's massive investments in railways, which have almost doubled the length of the country's rail network in recent decades. The building of the new railways was aimed at linking Turkmen regions together with direct internal connections instead of relying on complicated cross-border passages. It was also intended to make Turkmenistan a transport hub of the Eurasian transport system. Based on the landlocked countries concept and using the analysis of available statistics and transport flows along the two main rail corridors passing through Turkmenistan (east–west and north–south), the paper investigates the gap between these ambitious goals and the actual results, including the reasons for these processes. The emergence of strong competition in the form of other (more efficient) routes has signified a setback for the expansion of Turkmenistan's railway network. [ABSTRACT FROM AUTHOR]

Different original equipment manufacturers (OEMs) provide different connected and autonomous vehicle (CAV) solutions. However, previous studies that estimated the impact of CAV on driving behaviors assumed CAVs are identical, with an integrated form of technologies. In this study, a simulation was conducted to investigate how different fundamental elements of CAV technology (i.e., communication range, number of vehicular interactions, and car-following distance) affect right-turn gap acceptance behavior at unsignalized intersections. The results of the statistical analysis, critical gaps comparison, platooning analysis, and logistic regression revealed that (1) all elements increase the lag acceptance rate compared with all human-driven vehicles; (2) a longer communication range and more vehicular interactions make CAVs turn conservatively from a minor road, causing the critical gap to increase; (3) a shorter car-following distance causes CAVs to generate longer platoons and shorter gaps on a major road, which decreases acceptance probability; and (4) CAVs with a shorter carfollowing distance on a minor road are more aggressive in accepting gap/lag, causing the critical gap to decrease and acceptance probability to increase. The study conducted an impact analysis of CAV technologies from a novel perspective, and the results can be used as a technical report of CAV’s performance to help build transportation policies. [ABSTRACT FROM AUTHOR]

Urban transportation is a multifaceted phenomenon in terms of environmental, social, economic, and physical aspects. From the end of the 19th century, the urban sprawl because of the increasing population caused to increase the motor vehicles. Nonetheless, alternative transportation models are needed in long-term transportation policies on today. Determining environment friendly transportation models, reducing the density in motor vehicle traffic, providing economically cheap access reveal alternative transportation types as bicycle. Hence, in order to spread and develop the bicycle as a cheap and ecofriendly transportation model, the city of Elazig is chosen as a study case. The main target of the study is planning a bicycle network in a medium-sized city where transportation roads are intensified, and urban sprawl is increasing day by day. Settlement plan, topographical map, data of density of districts, travel distances, traffic data are the basic materials of the study. Findings indicate that, both the city's topographically flat structure and land uses constitute an important base for bicycle use. Most of the schools, university campus, hospitals, commercial and residential areas are located in topographically flat areas. Also travel distances for daily activities are mostly under eight km. Thus, an uninterrupted bike route was proposed between the east and west zones of the city. According to the traffic data, bike roads were diversified in three classes; bike roads separated by lanes, independent bike roads that are completely protected from pedestrian and motor vehicle traffic and shared roads. As a result of the study, it has been seen that with the convenience of its social and physical infrastructure, bicycle transportation in the city can be increased and integrated into other transportation systems. [ABSTRACT FROM AUTHOR]