Search

Transportation-disadvantaged populations often face significant challenges in meeting their basic travel needs. Microtransit, a technology-enabled transit mobility solution, has the potential to address these issues by providing on-demand, affordable, and flexible services with multi-passenger vehicles. The ways in which microtransit supports underserved populations and the factors influencing its adoption are not well-studied, however. This research examines SmaRT Ride, a microtransit pilot program in the Sacramento, California, area operated by Sacramento Regional Transit. The project evaluates a broad range of factors influencing microtransit adoption and travel behavior among underserved populations using original revealed choice survey data collected from February – May 2024 with online and intercept surveys. A descriptive analysis revealed that SmaRT Ride has improved transportation access for these communities, complements the transit system by connecting fixed-route transit, and offers a cost-effective alternative to other transportation modes. A binary logistic regression was employed to explore differences between microtransit users and non-users with microtransit awareness. The results indicate that homeownership, employment status, frequency of public transit service use, and attitude towards transit significantly affect microtransit use. Homeowners are more likely to use microtransit, while households without employed members are less likely. In contrast, part-time employees show a higher inclination to use microtransit. Regular public transit users are also more likely to incorporate microtransit into their routines, with a positive attitude toward public transit further increasing the likelihood of its use. The nuanced understanding of microtransit adoption presented here can inform targeted strategies to promote its use among transportation-disadvantaged groups. The results suggest that integrating microtransit with existing transit, outreach programs, discounted or free access, extended service hours, and supporting homeownership and affordable housing in transit-rich areas can encourage microtransit adoption by low-income and/or underserved individuals. View the NCST Project Webpage

Pilot programs in California and beyond are exploring universal basic mobility (UBM), which calls upon government actors to ensure that everyone can access transportation services for basic needs. UBM addresses the problem of transport poverty, which is defined in various ways but is generally when transportation spending puts one below the poverty line or transportation is exceedingly time-consuming, unsafe, or unavailable. This research evaluated UBM-inspired pilot programs in Oakland and Bakersfield, via pre- and post-pilot surveys and interviews during the programs.Both pilots provided free-fare transportation services (shared micromobility in both cities and public transit services in Oakland) to populations vulnerable to transport poverty (residents of a low-income, minority-majority community in East Oakland and current and former foster youth in Bakersfield). Participants replaced car trips and/or walking with shared mobility and/or public transportation and reported improved access to jobs, food, health care, and social and recreational opportunities. They were able to go more places, more efficiently, and perhaps even enjoy the trip. The services helped participants carry out activities with more comfort and dignity and yielded social and cultural benefits. Lessons learned for program design and administration include the need for: providing some car-based services; clear communications throughout the program; training/support components for new mobility options; troubleshooting operations; and planning for turnover in program staff and fast changes in micromobility services.

Finding ways to boost transportation access for underserved populations can unlock broad social benefits. Micromobility programs, including bikesharing, offer scalable solutions. National, state, and regional housing and urban development agencies promote affordable housing and transit-accessible developments by funding programs such as the Low-Income Housing Tax Credit and Community Development Block Grants. However, these efforts are not always coordinated and the physical distance between affordable housing and transit access continues to grow. The problem is compounded by low car ownership rates in lower income urban communities. These circumstances have led to inequitable mobility access. To correct course, pairing affordable housing developments with reliable transit services is essential. This practice can increase equity and accessibility. A team at the University of California, Davis, conducted a case study in Sacramento, California, to explore bikesharing as an option for connecting affordable housing residents with transit services. This brief summarizes the findings from that research and provides implications for the field. View the NCST Project Webpage

Prior studies of travel mode choice in airport ground transportation identified several important relationships between traveler/trip attributes and the selected ground access mode(s). However, those studies did not comprehensively account for qualitative aspects of ground access mode choice, such as general and transportation-specific attitudes and perceptions of mode-specific airport infrastructure. To add insights into air travelers’ ground transportation choices, this study collected a dataset with a survey administered among travelers using four major airports in Northern California in the post-pandemic era.Among the analyses presented in the report, airport ground access mode choice was analyzed, and its relationships with travelers’ socio-demographics, attitudes toward transportation and related topics (e.g., environmental friendliness), and opinions about transportation infrastructure and services (e.g., airport parking fees). The authors identified relationships between air travelers’ attitudes or opinions and their mode choice not examined in prior studies. Specifically, travelers with pro-environment attitudes preferred public transit and ridehailing services over private vehicles. Travelers are more likely to choose public transit often if they highly rate its service frequency and accessibility from their home to a nearby station. The results suggest policymakers, airport authorities, and transit agencies consider electrification of ridehailing fleets, expansion of bus and rail service availability, and higher parking fees to reduce driving in private vehicles to the airport. View the NCST Project Webpage

Micromobility—including bicycles, electric bicycles, and electric scooters—is well-suited to address first- and last-mile connectivity with public transit by bridging the gaps of service for riders. This extends the geographic region where residents are likely to access and exit a transit station, facilitating access to more jobs, services, and recreation. However, public use of micromobility depends on a variety of factors. These include availability of secure parking facilities or other environmental design features at and around public transit stations. UC Davis researchers and urban design experts considered these issues in a case study of the Bay Area Rapid Transit (BART) heavy rail system. The study included environmental audits at 18 BART stations. The study also hosted an online survey of BART and micromobility users and included interviews with government, industry, and community stakeholders. This policy brief summarizes the findings from this study and provides policy implications. View the NCST Project Webpage

This project aims to improve public transportation in Siskiyou County through data analytics, case studies, and innovative transportation models, with goals to increase ridership, optimize route coverage, and enhance system efficiency. The approach includes quantitative data analysis using LODES, Google Maps POI, and STAGE transit data, alongside a comprehensive literature review and an assessment of current system accessibility. Semi-structured interviews with local planners, city officials, and transit professionals provide additional insights. The access analysis reveals significant gaps in coverage for lodging, tourist attractions, home locations, and work locations. Proposed interventions include a South County Hub-and-Spoke System, Siskiyou Seasonal Explorer Programs, partnered and subsidized rideshare, and community engagement initiatives. Identified grant opportunities, such as the FTA Section 5310 program, the Caltrans Sustainable Transportation Planning Grant Program, and the California State Transportation Agency Transit and Intercity Rail Capital Program, support these enhancements. Implementing these recommendations will create a more efficient, accessible, and user-friendly public transportation system, enhancing mobility, economic development, and quality of life for Siskiyou County’s residents and visitors. These strategies offer a replicable model for other rural regions, emphasizing strategic planning and targeted investment to make rural public transit systems more robust and responsive to community needs.

This report assesses the current and near-future conditions related to the disposal of Battery Electric Buses, specifically their batteries. The report begins by explaining the reasons and legislation in the current day which is pushing the adoption of zero emission buses as well as the growing interest in exploring new reuse and recycling methods. The subsequent section consists of interview responses from various transit agencies currently planning on electrifying their fleet, cataloging their concerns and options for disposal that are currently being considered. Following is a section with interview content from bus manufacturers on the current state of battery design and policies, as well as an exploration of future services possibly offered by these companies. The report then focuses on summarizing general trends in the US battery recycling and reuse market, as well as resources for transit agencies, to determine which disposal strategy is right for them. Finally, the report closes with recommendations for all stakeholders on how to best prepare for future disposal needs, from both the manufacturer and transit agency perspective, and some recommendations to increase battery recycling/reuse capacity domestically addressed to the state and the federal government.

Located within the seismically active Pacific Ring of Fire, California's transportation infrastructure, especially in the Bay Area, is susceptible to earthquakes. A review of current research and stakeholder interviews revealed a growing awareness of emergency preparedness among local jurisdictions and transit agencies in recent years. However, many have yet to formalize and publish their recovery plans. This study introduces an agent-based multimodal transportation simulation tool to enhance post-earthquake transportation resilience. Integrating a road network simulator with a metro system simulator, the tool employs an optimized Dijkstra-based algorithm to calculate optimal routes, travel times, and fares. A case study is conducted for the East Bay, using the simulator to gauge the impact of a compromised Bay Area Rapid Transit (BART) system. The results suggested that original BART passengers could face either longer commute times or higher costs during the recovery phase of a major earthquake without appropriate policies. Such outcomes could disproportionately burden low-income riders, affecting their mobility and overall travel time.

In the United States, public transit agencies are increasingly growing interested in deploying open-loop payment systems for public transit fare payments. This interest is based on the benefits these systems can offer, from faster boarding times to the potential of attracting more riders.  Open-loop fare payment systems’ popularity is evidenced by the growing number of American public transit agencies who have deployed them; most of whom (63%) are located in California. The overlap between public transit riders who are both transit-dependent and financially excluded (i.e., have no or limited access to financial services) creates the opportunity for public transit agencies deploying open-loop payment systems to leverage these systems to increase financial service access for transit dependent, financially excluded riders. Individuals who are both transit-dependent and financially excluded are typically low-income, identify as part of a racial or ethnic minority group, immigrants, and/or women. As a result of these demographic characteristics, this work focuses on these populations. Additionally, financial inclusion, especially for these populations, is a critical step for economic and social mobility in the United States. This research focuses on California and explores how to leverage public transit agency deployment of open-loop payment systems to increase riders' financial service access. This research is comprised of a literature review, expert interviews (n=11), population needs mapping, and partnership proposals. In general, public transit agencies can strategically work with financial sector-based partners who focus on serving the transit agencies' priority rider groups.

California boasts nine national parks that are home to a plethora of recreational, cultural, and professional opportunities. It is no surprise that national parks draw in millions of recreational and non-recreational trips from across the country and internationally, however how visitors choose to arrive at these federal lands is a major consideration for land management, policy, and infrastructure decisions. According to the National Park Service’s Visitor Use Statistics, an overwhelming majority of visitors arrive by automobile. Alternative transportation options to national parks in California may increase visitor diversity and encourage the modal shift away from car travel. Additionally, transportation infrastructure has the potential to take up more natural spaces in national parks as population growth and recreational popularity increases in the coming years. Roadway widening, repaving, and other disruptive events can have negative impacts on adjacent ecosystems and communities, as well as contribute to public health issues. In this report, the existing conditions of transit to national parks in California are examined in relation to census tract-level sociodemographic and origin-destination data to reveal the spatial distribution of visitor origins and gaps in national park accessibility. From an equity perspective, findings suggest that median household income is proportional to the network distance between a given trip origin and national park destination, and household vehicle access and race are strongly correlated with national park visitation. By examining the current transit network to national parks, select characteristics of park visitation, and demographics of these visitors, this research aims to reveal opportunities for expanded transit connectivity to California’s national parks. Recommendations are presented to provide guidance to decision makers in the realm of transportation access to recreational spaces.

Planners and engineers need to know how to assess the impacts of proposed cycling infrastructure projects, so that projects that have the greatest potential impact on the actual and perceived cycling safety are selected over those that would be less effective. Planners also need to be able to communicate these impacts to decision-makers and the public. This research addresses these problems using the BikewaySim cycling shortest path model. BikewaySim uses link impedance functions to account for link attributes (e.g., presence of a bike lane, steep gradients, the number of lanes) and find the least impedance path for any origin-destination pair. In this project, BikewaySim was used to assess the impacts of using time-only and time with attribute impedances, as well as two proposed cycling infrastructure projects, on 28,392 potential trips for a study area in Atlanta, Georgia. These impacts were visualized through bikesheds, individual routing, and betweenness centrality. Two metrics, percent detour and change in impedance, were also calculated. Results demonstrate that BikewaySim can effectively visualize potential improvements of cycling infrastructure and has additional applications for trip planning. An expanded study area was also used to demonstrate bike + transit mode routing for four study area locations. Visualizations examine the accessibility to TAZs, travel time, and the utilized transit modes for each location. Compared to the walk + transit mode, the bike + transit mode provided greater access to other TAZs and reached them in a shorter amount of time. The locations near the center of the transit network where many routes converge offered the greatest accessibility for both the bike + transit and walk + transit modes. The difference in accessibility was greatest for locations near fewer transit routes. This research demonstrated how BikewaySim can be used to both examine the current cycling network and show changes in accessibility likely to result from new infrastructure. Both BikewaySim and TransitSim are open-source Python based tools that will be made available for practitioners to use in bicycle network planning. Future research will focus on calibrating link impedance functions with revealed preference data (cycling GPS traces) and survey response data (surveys on user preference for cycling infrastructure). View the NCST Project Webpage

Demand adaptive paired-line hybrid transit systems that integrate fixed- and flex-route transit have emerged in the last decade and attracted increasing attention because of their potential to improve accessibility for passengers. To facilitate the operation of such a hybrid transit system, this study develops a model to determine the optimal fare and headways associated with fixed- and flex-route transit along a rectangular corridor. Compared with existing literature, the novelty of this study lies in designing the fare structure while simultaneously considering demand elasticity and passenger behaviour. A continuous approximation modelling approach is employed to derive the agency’s and travellers’ cost components. Using these, a nonlinear programming optimisation model is formulated to minimise the total user cost subject to the agency’s nonnegative revenue constraints and passengers’ route choice behaviour, which is characterised as a path-size logit model. Numerical experiments are performed using a stylised network to examine the properties of the model, in which the solution is obtained by combining a brute force method that enumerates headway and fare combinations and an iterative method that determines equilibrated passenger choices. The results show that as potential demand density increases, fare and headway fluctuate and drop, while the percentage of passengers choosing to ride on flex-route transit increases. In addition, there may be an optimal maximum offset distance, which is defined as the width of the corridor to be covered by the transit system, when the potential demand density is low, leading to minimum user cost and maximum travel demand within the service area. [ABSTRACT FROM AUTHOR]

Municipal recreation infrastructure is critical for enhancing people’s opportunities to be physically active during leisure time and reducing usage inequities. Yet, the literature on municipal equity-sensitive strategies is limited. To address this gap, we combined a socio-ecological framework with equity, diversity, and inclusion (EDI) and health equity lenses to examine intersecting social and structural determinants of municipal recreation (indoor and outdoor) infrastructure usage. We used data from 22 focus groups involving youth, adult regular users, and adult non-regular users. The intersecting factors influencing people’s utilization experiences were organized at intrapersonal, socio-cultural environment, organization, and built and natural environment levels. Policy and practice implications for municipal governments vis-à-vis EDI and health equity considerations are discussed. Recommendations include public transportation improvement, design of strategic communication plans, and linking activities with opportunities for socialization, among others. [ABSTRACT FROM AUTHOR]

Although urban train services have been introduced in various developing countries, ridership for this mode of public transport (PT) remains low. In response, urban planning authorities are seeking ways to boost passenger loyalty to these services. However, the existing literature has scarcely examined the role of physical and social environments in fostering passenger loyalty. Additionally, how loyalty is developed throughout the passenger experience - both at stations and onboard - remains unclear. Addressing this gap, the current study develops a model based on the 'service quality-satisfaction-behavioural intentions' paradigm and the Stimulus-Organism-Response (S-O-R) model to examine how the physical and social environments, both at rail stations and onboard trains, impact passenger loyalty in the context of urban train services. Additionally, this study validates the multi-dimensionality of physical environments and social environments in this context. Data collected from urban rail passengers in Hanoi, Vietnam is analyzed using Partial Least Squares Structural Equation Modeling (PLS-SEM). The findings reveal that the physical and social environments onboard trains significantly influence loyalty towards the urban train services, while the environments at stations do not have the same impact. Furthermore, both satisfaction at stations and onboard trains significantly affect the loyalty, though the influence of satisfaction with the onboard experience is much stronger than that of satisfaction with the stations. Practically, the findings assist PT authorities in evaluating existing systems and devising future PT development strategies. Also, the study informs PT providers of ways to improve passenger satisfaction and loyalty. • Urban rail transit enhances city sustainability by reducing congestion and pollution globally. • A model is developed to examine how environments affect loyalty in urban rail. • The physical and social environments onboard trains significantly influence service loyalty. • Both satisfaction at stations and onboard trains influence loyalty, with onboard satisfaction being much more impactful. • Practical implications help PT providers improve passenger satisfaction and loyalty. [ABSTRACT FROM AUTHOR]

While theoretically High-Speed Rail (HSR) should stimulate local development, in practice, the emergence of prosperous HSR-driven new towns is not always guaranteed. A depth and comprehensive exploration of determinants of HSR new town development, especially station-district conditions, is lacking. Using a dataset of newly constructed HSR stations in China for the period 2009–2019, we employ an interpretable model combining Gradient Boosting Decision Tree (GBDT) and SHapley Additive exPlanations (SHAP) to explore how macro-level urban development, the meso-level HSR station-district conditions, and the micro-level HSR station environment influence HSR station area development. The results indicate that travel convenience to HSR station and station location significantly enhance the development of HSR new towns. Public transit lines and metro have positive effects, and the distances to the city center or pre-existing station exhibit negative impacts. We also identify an inverse relationship that urban and station-district economic levels drive HSR new town development. What's more, we identify the nonlinear and threshold effects and analyze the interactive effects of different influencing factors. These findings offer new perspectives on the promotion of the efficient development of HSR new towns. • Nighttime lighting data is used to evaluate HSR new town development. • Influencing factors are quantified from three distinct levels. • The nonlinear effects of influencing factors are explained by GBDT and SHAP. • The number of transit routes is strongly interacted with many variables. [ABSTRACT FROM AUTHOR]

Measures to reduce transport-related greenhouse gas emissions are of great importance to policy-makers. A recent example is the nationwide KlimaTicket in Austria, a country with a relatively high share of transport-related emissions. The cheap yearly season ticket introduced in October 2021 allows unlimited access to Austria's public transport network. Using the synthetic control and synthetic difference-in-differences methods, we assess the causal effect of this policy on rail travel demand by constructing a data-driven counterfactual out of European railway companies to mimic the number of passengers of the Austrian Federal Railways (ÖBB) without the KlimaTicket. Overall, the results indicate that the KlimaTicket has no short-run passenger growth effects. While passenger numbers recovered faster after the COVID-19 pandemic, in 2023, the passenger growth rate of the ÖBB is even lower than it would be under no treatment. • First paper assessing the causal effect of the KlimaTicket launched in Austria in 2021 on rail travel demand. • Showing that the introduction of a cheap nationwide public transport travel pass in Austria had no passenger growth effects. • Presenting a study design of how comparable pricing measures can be analyzed in the future. [ABSTRACT FROM AUTHOR]

• Study investigates intermodality's role in influencing traveler decisions. • SEM model, based on Ajzen's TRA, introduces intermodality as a moderator. • Intermodality radically affects rail ridership. • Lack of intermodality hinders rail use more than low comfort, security, speed. • Perceived environmental benefits positively influence travel frequency. [ABSTRACT FROM AUTHOR]

The digitisation of transport services has led to the implementation of so-called demand-responsive transport (DRT) systems with varying setups and goals around the globe. Numerous approaches have been made to account for differences in the local circumstances and regulations to achieve the most successful outcome for those services in both, rural and urban areas. The reasons for their widespread popularity are the envisaged benefits of economically reasonable operations combined with ecologically and socially beneficial traffic. Yet, while some DRT systems persist over an extended period, many fail to become a permanent passenger transportation option, especially in rural areas. This paper shall explore parameters suited to measure the success of a DRT system and structure their inter-dependencies. Firstly, the paper presents types of flexibility and their different gradations in order to classify varying systems. Secondly, suitable and already used parameters to measure figures of DRT systems like travelled distances and vehicle occupations are examined and with their respective application cases lucidly compared. Thirdly, the paper proposes a four-step evaluation framework and discusses existing and new approaches to comparing the success of different flexible transport systems and future possibilities. • DRT services vary widely in setup and purpose and are tailored to specific contexts. • We review DRT services and differentiate along e. g. temporal and spatial flexibility. • Evaluation measures lack consistency for this transportation mode. • We gather stakeholder parameters and performance metrics for potential assessments. • Propose a framework for evaluating DRT services in research and operation. [ABSTRACT FROM AUTHOR]

The purpose of public transport is to expand activity opportunities of residents. Many public transport planning methods focus on the needs of residents. However, residents can adapt to the environment and form limited needs in areas with low public transport service levels, such as rural areas. Therefore, it is important to focus on activity opportunities (various states of people (being) and actions (being able)) rather than needs. The authors constructed a method for local public transport planning that focuses on activity opportunities; however, the variables and solutions of the model were abstract and thus did not reach the stage of practical application. Therefore, this study aimed to put into practical use a supporting method for local public transport planning. This method consists of a "measurement model for activity opportunity," in which a given bus service and the ability to use it are variables, and an "evaluation model for planning alternatives" that incorporates a social relationship function and disparity principle. Through a case analysis in a rural area to which this method was applied, its usefulness was verified, and it was confirmed that it can contribute to public transport planning to increase activity opportunities. • A methodology for planning local public transport in a quantitative manner. • A practical model to quantify the size of activity opportunities for residents. • An evaluation model of planning alternatives for social choice. • Visualized results can help problem extraction and building community consensus. [ABSTRACT FROM AUTHOR]

More and more severe weather events necessitate better evacuation strategies, particularly for vulnerable populations without access to private vehicles. This study investigates opportunities for shared autonomous vehicles (SAVs) in faster evacuation of the Houston, Texas coastline, with a focus on the crucial first-mile connection to bus stations. Microsimulations of various scenarios reveal performance of SAV systems with different seating capacities, fleet sizes, shared-ride acceptance levels, and coordination with bus departures to shelters. The Houston evacuations appear most effective with smaller, 5-seater SAVs, operated at a ratio of 1 SAV per 14 evacuees. The results underscore the importance of SAV-to-bus coordination, demonstrating that strategic ride-sharing and scheduling can significantly reduce evacuee wait times and fleet operating costs while maintaining timely arrivals at distant shelters. This work illuminates the practical implications of integrating SAV technology with existing transit systems to improve emergency management for carless populations. [ABSTRACT FROM AUTHOR]

The development of urban rail transit systems is progressing rapidly, and an increasing number of cities worldwide are either in the process or planning to construct urban rail transit systems. However, questions arise as to whether all cities truly require such systems and how to prevent these transit systems from becoming decorative rather than essential to urban development. This paper collates various antecedent conditions that may influence ridership in rail transit across 31 cities in China with operating rail transit. To this end, it uses two main methods, including necessary condition analysis and fuzzy-set qualitative comparative analysis methodologies. In this way, it explores the interactive effects of multiple factors such as the level of urban development, trends in urban development, ground-level road network congestion, urban spatial patterns (centrality), coverage of rail transit, and government focus on rail transit. The results show that no single antecedent condition can be a necessary condition for high ridership in rail transit. Rather, the effective combination of various antecedent conditions has elevated postimplementation ridership in a different means, same end manner. Moreover, the government's focus on rail transit development or its effective planning can increase postimplementation ridership in cities lacking some objective resource conditions. Furthermore, ridership in most cities remains stable after the initiation of rail transit. The findings imply that the development of urban rail transit systems requires a comprehensive urban development plan, which covers urban growth trends, congestion levels, and spatial patterns. [ABSTRACT FROM AUTHOR]

Public transportation systems play a vital role in modern cities, enhancing the quality of life and fostering sustainable economic growth. Modeling and understanding the complexities of these transportation networks are crucial for effective urban planning and management. Traditional models often fall short in capturing the intricate interactions and interdependencies in multimodal public transportation systems. To address this challenge, recent research has embraced multilayer network models, offering a more sophisticated representation of these networks. However, there is a need to explore and develop robustness analysis techniques tailored to these general multilayer networks to fully assess their complexities in real-world scenarios. In this paper, we employ a general multilayer network model to comprehensively analyze a real-world multimodal transportation network in Seoul, South Korea. We leverage a large volume of traffic data to model, visualize, and evaluate the city's mobility patterns. Additionally, we introduce two novel methodologies for robustness analysis, one based on random walk coverage and the other on eigenvalue, specifically designed for general multilayer networks. Extensive experiments using the large volume of real-world data sets demonstrate the effectiveness of the proposed approaches. [ABSTRACT FROM AUTHOR]

This study examines the relationship between air pollution and daily mobility, focusing on daily bus and subway usage in Seoul using panel data with the fixed effects model. This study empirically examines the effect of air pollutant exposure on the daily moving population volume, including daily bus and subway usage in Seoul over 1271 days. The results show that people's sensitivity to particulate matter is complex. The most remarkable aspect of the results is that people are not sensitive to continuous pollutant levels, but to the comprehensive air-quality index (CAI). In addition, people's sensitivity is different depending on the moving distance and the means of transportation. Considering that CAI is defined by adopting the first air quality guidelines proposed by the World Health Organization (WHO) in 2005, these results explain how sensitive people are to the human health risks of particulate matter exposure recommended by the WHO. Our findings can be used as evidence to establish the new particulate matter standards and policies that can be strengthened by reflecting the recently updated WHO's air quality guidelines in 2021. [ABSTRACT FROM AUTHOR]

The Léman Express (LEx) is Europe's largest cross-border rail network. As the backbone of public transportation that connects Geneva with its French suburbs, the LEx should contribute to increasing sustainable mobility and to achieving the 2050 carbon neutrality objective. Accompanying measures such as new bus routes and tramways connected to LEx stations as well as bicycle lines, park and ride, and pedestrian facilities should be implemented to ensure that LEx achieves its full impact on the modal shift and active mobility. However, the findings in this study demonstrate that more than half of the LEx's accompanying measures are overdue; planning quality, national co-funding, and municipal support are key factors for reducing delays in their implementation. Notably, these empirical findings hold across the Greater Geneva area despite the institutional peculiarities of the Swiss and French political and administrative systems. This case study adds to the literature regarding European border studies by analysing the consequences of a cross-border environment on territorially bounded projects. [ABSTRACT FROM AUTHOR]

Urban mobility in the Global South presents unique challenges for public transport (PT) and emerging shared mobility (SM) services influenced by socio-economic factors, mobility attitudes, and urban form. This study examines the factors shaping mode choice behavior between PT and SM services in four communities each in Dubai and Lahore. Additionally, it analyses the impact of primary daily activities on PT and SM preferences in both cities. Data from 1,653 Dubai and 1,603 Lahore residents were analyzed using four binary logistic regression models. Results indicate that socio-demographic factors (age, gender, household car ownership, driver's license possession, education level, and weekly commuting trips) and mobility attitudes (ride-sharing, ride-hailing, pro-personal car) significantly influence PT and SM choices. Key determinants vary by neighborhood type, including link-node ratio, intersection and road length density, and car and PT commute times. The influence of primary daily activities (work or study) on the choice of PT and SM modes was found to be moderate in Dubai. The study highlights the need for tailored urban and transport policies to promote sustainable modes, considering neighborhood characteristics and demographics. [ABSTRACT FROM AUTHOR]

The perception of safety while using public transportation varies among individuals, influenced by personal experiences and individual characteristics. Closed-circuit television (CCTV) systems are commonly employed to deter crime in public areas, including transit environments where safety concerns are prevalent. This study aims to scientifically assess the effectiveness of CCTV in enhancing the perceived safety of public transportation users. A comprehensive survey was conducted, involving over 200 students from various universities to ensure a representative sample. The survey targeted public transportation users and focused on their sense of security in relation to the presence of CCTV. Through quantitative analysis, three specific research questions were addressed. The results indicate that the presence of CCTV alone is insufficient to significantly improve feelings of safety among public transportation users. These findings suggest important policy implications: enhancing perceived safety in public transportation requires more than just the implementation of security measures. It is essential to inform and educate the public about actual crime rates, existing security measures, and the importance of crime reporting. This comprehensive approach can more effectively address the multifaceted nature of safety perception in public transportation. [ABSTRACT FROM AUTHOR]

This study examines the impact of the Eastern Economic Corridor (EEC) rail project on Thailand's logistics and supply chain operations using both qualitative and quantitative methods. Pearson's correlation analysis reveals a negative correlation of −0.3354 for economic factors and a positive correlation of 0.3179 for logistic performance, indicating a moderate to strong negative correlation with the EEC line's progress. Survey results show that 62.30% of respondents live in urban areas of Chonburi or Rayong. Transportation preferences indicate that 72.13% use a single mode, mainly private cars, with public transport rarely used (1.64% daily) and typical travel times of 30 minutes to an hour for 60.66%. Awareness of the HSR project is low, with over 57% unfamiliar, but 54.10% strongly agree on its importance for regional economic growth. Feasibility studies show 54.10% find it highly feasible to use HSR, expecting benefits in job creation, tourism, and business opportunities. Environmental and social concerns suggest affordable pricing, targeted job creation, and support for vulnerable groups to ensure social equity. Recommendations include improving transport integration, fostering economic and social equity, and prioritising environmental sustainability to support Thailand's long-term development goals. [ABSTRACT FROM AUTHOR]

South Africa is considered an economically progressive country, meaning it is slowly exiting the third world and transitioning towards the developing world. With this comes many challenges, some rooted in transportation. Around 80% of South Africans solely rely on public transportation (PT) and are dependent on private minibus taxis. There is little knowledge and evidence on the fluidity and integration of motorised transport systems with non-motorised transport (NMT) in South Africa. Consequently, this work assessed the implementation of NMT and PT in Ekurhuleni. The study adopted a case study research design by analysing the Harambee BRT through a qualitative approach using desktop studies and semi-structured interviews with key informants involved in the project. The work identified five aspects of accessibility (application of the inclusive cities paradigm), safety (sufficient lighting, signage and frequent patrolling by law enforcement), infrastructure (Information and Communications Technology (ICT), walkways, pedestrian bridges, dedicated bus lanes, paving, and tact tiles, universal design principles and an Ekucard system), sustainability (promoting healthier lifestyles and the cost effectiveness of the transport system) and public involvement as the core elements which created a model that needs to be implemented in future projects in order to effectively integrate NMT and PT. [ABSTRACT FROM AUTHOR]

Pedestrian safety becoming a serious issue, especially in developing nations, wherein higher crash rates have been reported by the World Health Organization. Despite evidence suggesting higher pedestrian crash counts at signalised intersections in urban areas, there is a lack of in-depth analysis in most developing countries. Motivated by this need, this study aims to: 1) identify significant roadway environment characteristics and traffic volume factors influencing pedestrian – vehicle accidents at signalised intersections in Amman, Jordan, 2) elucidate relationships between pedestrian – vehicle accidents and these factors, and 3) discuss the limitations of pedestrian crash data and propose solutions for future research. We have analysed 166 accidents at 47 signalised intersections in Amman during the period of 2007–2019. The multilevel Generalised Linear Mixed Gamma regression model is the best fit for the data, indicating significant positive correlations between pedestrian crash frequencies and Annual Average Daily Traffic, pedestrian crossing volume, number of lanes, average lane width, and number of parking sides. Conversely, commercial land use and the presence of public transit facilities showed significant negative correlations with pedestrian crashes. This work presents a novel approach that will help developing countries to determine and explain pedestrian crash causes while considering various challenges in these contexts. [ABSTRACT FROM AUTHOR]

This paper aims to explore the likelihood of lost items to be recovered by public transport (PT) users with a focus on the moral values of other PT users in the city of Accra. To achieve this goal, a non-experimental research design was employed to identify the factors influencing PT users' decisions to return lost items. Data were collected using a revealed preference survey (RP), which was distributed both manually and online using Google Form. The survey consisted of a structured questionnaire with close-ended questions. A total of 603 respondents completed the survey, and the reliability of the questionnaire was verified using Cronbach's Alpha (CA), yielding a score of 0.804. The study's findings revealed that religious values (Mean = 4.41, SD = 1.97) and empathy (Mean = 4.37, SD = 1.92) were the two most significant factors that influenced respondents' decisions to return lost items. Regarding the 'value of an item', the high standard deviation indicates that respondents' perceptions of an item's value varied greatly and may not have affected respondents decision to return lost but found item. Future research in urban transportation should concentrate on experimental research where reflection of respondents' true decision to return or keep a found item can be ascertained. [ABSTRACT FROM AUTHOR]

This study introduces a synthetic resilience indicator as a unified analytical tool to evaluate public transport resilience, assessing performance changes in bus networks against random disruptions. This methodology measures the cumulative impact of disruptions, considering the network's capacity for maintaining planned functionality (robustness and reliability) and recoverability (i.e., route diversity), factoring in network topology, passenger flow, and resource diversity. This paper analyzes the impact of disruptions at network and station levels by applying an index to six benchmark networks. Our findings reveal: (1) networks with high station connectivity maintain robustness and flow; (2) a clear link between flow reduction and alternate routes highlights route diversity's value; (3) interplay between topological and flow-related network attributes underlines the need for an aggregated analytical approach. The proposed index can be used as an optimization goal during route network design; informing operators regarding the impact of design choices on future network properties. [ABSTRACT FROM AUTHOR]

Integrated flood risk management based on urban policies remains challenging compared with infrastructure due to the unclear risk‐reduction effects over time. To consider heterogeneity in social responses to urban planning measures, a previous study developed an agent‐based household relocation model under flood risk (AHR‐FLOOD) by combining flood‐inundation and agent‐based relocation models. However, accurate modelling of relocation incentives remains challenging. This study aimed to improve AHR‐FLOOD by introducing spatial amenities based on transportation convenience and reflecting their impact on the decision‐making processes of agents to analyze the development of different flood risk areas. AHR‐FLOOD considering access to public transportation reproduced the spatial characteristics of the actual population and housing prices. The development of low‐risk areas reduced flood exposure and resulting flood damage. However, this effect was less clear for low‐income individuals, but the development of low‐amenity areas had the potential to induce low‐income population to move to safe areas. Chain migration was observed as a long‐term effect of the spatial amenity policy. This study presents insights into the effect of transportation policies on flood safety for long‐term spatial distance management in an agent‐based approach with the rigorous modelling and validation of local amenity impact on household relocation choices. [ABSTRACT FROM AUTHOR]

The transit-oriented development (TOD) concept has become a significant catalyst for urban development in China, which has undergone rapid urbanization and has actively participated in the development of public transportation networks over the past 20 years. TOD not only guides the transformation of transportation modes but also leads the development of urban spaces. The extensive construction of urban rail transit in China highlights the universal patterns of TOD and reflects the uniqueness of Chinese practices. This paper analyzes the characteristics of urban development and TOD in developed countries, summarizing the common laws driving TOD in theoretical research. It then compares China, which is in a period of rapid rail transit construction, to identify the unique developmental laws of transit-oriented development of rail transit in China (TOD-RTC). The paper further examines the developmental characteristics of TOD-RTC in practice, considering both temporal and spatial aspects, and explores the reasons behind the formation of individual differences in TOD-RTC. Finally, it discusses the new value and potential that TOD brings to urban development, along with predicting future development trends. [ABSTRACT FROM AUTHOR]

Time reliability (TR) is a critical factor that affects the efficiency and service quality of the urban rail transit network (URTN). However, previous studies have not incorporated TR into the evaluation of URTN station importance, focusing instead on basic centrality measures. Therefore, this paper proposes a new metric of station-based TR for evaluating and ranking URTN station importance. The new metric in combination with traditional centrality measures was used by the weighted Technique for Order of Preference by Similarity to Ideal Solution (weighted TOPSIS) to identify the combined significance level of individual URTN station importance and rank them accordingly. To investigate the performance of this method, we exploit deliberate attacks on the top-ranked stations through different methods. A case study of Beijing's URTN during the morning peak hour showed that the proposed method is generally a better indicator for identifying station importance in maintaining network connectivity. The case study also demonstrated the feasibility and validity of the model. This study can provide recommendations for the planning and operation of rail transit systems and can inform the effective design of station protection strategies. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Planning Education & Research is the property of Sage Publications Inc. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The issue of the effects of travel on subjective well-being (SWB) has recently attracted increasing interest in transport studies. A common finding is that travel affects SWB indirectly through out-of-home activities. However, little is known about how to operationalize this relationship. In this study, we proposed a conceptual model and estimated structural equation models relating travel mode use and activities with multiple SWB dimensions, including affective components (positive affect and negative affect) and cognitive components (belongingness, achievement, and confidence in coping). We used data from a national mobility project in Japan (N = 13,000) to estimate the postulated models. We found that while public transport use enhanced the cognitive components of SWB, it also had a negative effect on the affective components of SWB. Car use affected SWB in a more complex pattern; it promoted SWB by enabling leisure activities but also reduced SWB dimensions of belongingness and achievement through shopping activities. Active travel modes did not have a clear effect on SWB; for example, walking to school was associated with increased belongingness, whereas walking for shopping negatively influenced belongingness. Other contributing factors, such as COVID-19 worry, car access, and the 'going-out' problem-solving style, were also found to influence multiple dimensions of SWB. Overall, our study showed how the effects of activities on multiple dimensions of SWB varied with different travel modes, thereby revealing the indirect effect of travel mode use on SWB via activities. Suggestions for shaping transport policies towards SWB are also discussed. [ABSTRACT FROM AUTHOR]

Since the outbreak of COVID-19, more incidents of anti-Asian racism have been reported in Europe. Asians in Germany have been directly and indirectly exposed to racism, with potential implications for their well-being and sense of belonging. This study aimed to explore racism experiences among Korean residents in Germany since the outset of the pandemic. It also examines how racism is associated with their life satisfaction and sense of belonging to the host society. Our online survey of 552 Koreans residing in Germany shows that since the beginning of the pandemic nearly 80% of them experienced direct and/or indirect racism mainly in public places, public transportation, social media, and mainstream media. Women, younger people, and temporary visa-holders were more likely to experience racism than other groups. While the experience(s) of racism was associated with lower life satisfaction, a stronger sense of belonging to local communities and German society as a whole appeared to alleviate the negative effect of the racism experience. This study shows the pervasiveness of anti-Asian racism in Germany, and thus urges German society and local communities to commit to creating inclusive and diverse environments alongside anti-racism efforts. [ABSTRACT FROM AUTHOR]

Online platforms have broadened the opportunities of people to interact with nature through community/citizen science, especially in urban areas. However, there is a lack of comprehensive understanding of the social and environmental factors that influence nature interactions in cities. Here, we aim to identify the social and environmental predictors that impact nature interactions, by combining citizen science data with environmental and demographic data in New York City. We applied generalized linear models to identify which of 12 social and environmental factors influence nature interactions in public parks (n = 355) in the Borough of Queens, New York, New York (USA) in two scenarios, small-medium sized parks only (n = 355) and all parks (n = 359). We used iNaturalist records, including the number of users (Observers), Observations, Observed Biodiversity, and a calculated interaction effect (number of users × observations, Interaction), as metrics of nature interactions. For small-medium parks, all nature interactions were significantly influenced by park area, canopy cover, percent population with blood pressure and asthma conditions, noise, and summer mean temperature. Observers and Interaction were positively associated with median income. Observers, Observations, and Interaction were predicted by percent water cover, impervious cover, distance to public transportation, and ethnic diversity. In the analysis that included all parks, the results were similar with minor differences. This study demonstrates a holistic approach to a very specific type of human-nature interaction newly made available with technological advances, seen through an interdisciplinary lens and will help inform planners, residents, and city government on creating more interactive and socio-environmentally beneficial urban green spaces. [ABSTRACT FROM AUTHOR]

Commuting flows refer to the regular movement of people from their homes to workplaces. The spatial heterogeneity of commuting flows indicates the uneven spatial distribution of places of residence, employment, or job-residence connections. Understanding the characteristics of spatial heterogeneity in commuting flows is vital for effective transportation planning. However, limited by the scarcity of flow data, traditional research on commuting flows predominantly focuses on the spatial distribution of employment, residence, and job-residence connections individually, which fails to unveil the spatial heterogeneity of commuting flows. In this study, we examined the spatial heterogeneity of commuting flows in Beijing using mobile phone data. We analyzed the degree of heterogeneity and the aggregation scale of commuting flows. The results showed that (1) the degree of spatial heterogeneity varies between different regional pairs, and (2) the aggregation scale of commuting flows varies with distance; moreover, the longer the distance, the larger the aggregation scale of commuting flow distribution, and dominant heterogeneous clusters expand from the center to the periphery. These findings enhance the strategic planning of public transit. In less densely populated areas such as those outside the Fifth Ring Road, efficiency can be boosted by new bus routes. In contrast, denser areas such as those within the Third Ring Road, may benefit from an integrated approach: establishing new rail systems alongside expanded bus services to optimize commuting. [ABSTRACT FROM AUTHOR]

Transit‐oriented development (TOD) strategies on subway stations have been implemented in many high‐density cities globally to enhance public transportation system efficiency and promote public transportation mobility. Focusing on the developments of intricate metropolitan systems, researchers attempted to elicit "latent rules" by proposing a generic TOD performance evaluation system. This study suggests a multi‐indicator TOD performance evaluation method based on a multi‐indicator approach grounded in the analysis of multisource urban big data, revealing the role of rail transit TOD station characteristics on critical indicators of station operation through an interpretable machine learning approach. Using Shanghai, China, as a case study, the methodology employed 26 widely used indicators related to TOD development and utilized a BP neural network model trained in a sample space of 77 rail transit TOD stations, aiming to predict the four critical station performance indicators. The robustness of the explanatory variables in the model has been verified by various methods, affirming their consistencies with the development characteristics of the city and the stations. The performance assessment methodology achieves significant predictive results and is computationally feasible, with potential values in applications in other high‐density cities worldwide. [ABSTRACT FROM AUTHOR]

Advances in vehicle intelligence have ushered in the rapid development of intelligent connected vehicles and the emergence of the Internet of Vehicles (IoV), greatly improving the passenger travel experience. However, as a new mode of transport, flexible public transportation presents challenges for operators in terms of reducing costs and improving passenger experiences through complex route planning. The present study introduces B∗ as a heuristic multiobjective route planning algorithm that addresses these challenges. Using the trajectory extraction procedure (TEP) and route assignment procedure (RAP), B∗ filters out inaccessible routes and plans efficient routes on the fly to save money and enhance the passenger experience. Experimental results show that B∗ outperforms traditional methods in terms of shorter driving distances and reduced passenger waiting times, highlighting its potential to optimize bus utilization and improve travel experiences. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic has brought urban mobility into a new era. This study traces post-pandemic shifts in commute mode switch behaviors and their environmental effects based on an event study design and a mobile phone signaling dataset for Beijing from April 2018 to November 2023. The results show that in the outbreak stage, public transit mode share nosedived, with transit riders 5.11 and 3.75 times more likely to switch to private car and active modes, respectively; in the post-pandemic stage, public transit recovered rapidly and to a large extent, but the increase of private mode dependency persisted, as transit riders were 1.88 times more likely to switch to private cars, and transit riders and car drivers were 1.37 and 1.32 times more likely to adopt active modes, respectively; in the pandemic-free stage, signs of private car dominance began to emerge, as driving habits strengthened and more active travelers resorted to driving, indicating the closing of the window of opportunity to promote low-carbon private transport. This study presents the longest longitudinal tracking of post-pandemic travel mode choice so far. The challenges and opportunities faced by the transportation system are discussed, and policy implications and future research directions are provided. [ABSTRACT FROM AUTHOR]

As a new, highly complex, and far‐reaching technology, autonomous driving can be associated with various fears and uncertainties. However, recent findings show that high trait anxiety can positively contribute to the intention to use (ITU) autonomous vehicles (AVs). An explanation for this is that the possibility of handing over one's driving control to artificial intelligence (AI) is even more relieving for more anxious people. Our study aimed to test whether this explanation can be supported by investigating to what extent this relationship can be applied to buses in which control is handed over per se–in the conventional bus to a driver, and in the autonomous bus to the AI. We also analyzed how the fear of giving up control mediates the relationship between trait anxiety and ITU. In a quasi‐experimental study, 253 subjects were surveyed while riding an autonomous or conventional electric bus. The results confirmed a positive association between trait anxiety and ITU in the overall sample but not in the autonomous and conventional subsamples. Contrary to our assumptions, fear of giving up control served as a slightly suppressive but not significant mediator. The results were independent of whether control was handed over to a human driver in the conventional electric bus or to AI in the autonomous bus. Our study thus provides fundamental new insights into the acceptance of AVs and buses in general and opens the door for subsequent research based on these findings. [ABSTRACT FROM AUTHOR]

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

In many countries, public transport (PT) services are offered by multiple operators with different modes, such as trains, metros, and buses, which are interchangeable across a single journey. This paper presents a model with one origin (O)-destination(D) path operated by two operators, each of which is responsible for different parts of the OD journey. One operator competes with potential third-party transport companies by offering discount incentives. Such an abstract settings has not been discussed in the literature. We explore how prices, demand, profits, and social welfare change with discounts through a theoretical analysis and numerical simulations under five scenarios. The results indicate that in all the scenarios the operator offering a discount incentive can always attract more passengers and increase its profits. Moreover, reducing the service time of operators offering discounts contributes to an increase in social welfare. Notably, this paper deduces for the first time that the demand scenario aimed at maximizing social welfare is twice as high as that aimed at maximizing total profit. However, in the scenario of maximum social welfare, the profitability of operators becomes challenging. [ABSTRACT FROM AUTHOR]

Multimodal public transport network (MPTN) plays an important role in relieving road traffic pressure for metropolitan area. Nevertheless, the impact of an accident happened in an individual station may not only disrupt the station itself or the single lines that go through the station but also spread over the whole network. Therefore, identifying the vulnerable stations is essential for improving the MPTN management against the systematic risk caused by accidents. In this paper, we proposed a route diversity‐based approach to measure the vulnerability of stations in MPTN based on the complex network theory. The route constraint parameters were established to reflect the travel time restriction in constructing the set of passengers' acceptable routes. In addition, an algorithm was formulated to rapidly calculate the route diversity index and meanwhile avoid the "overlapping routes" problem. A simple virtual network was used as a numerical example to compare the proposed approach with the vulnerability evaluation approaches based on degree centrality and betweenness centrality. Finally, the proposed approach was applied to the MPTN of Beijing to explain its effectiveness and potential applications. The results show that the proposed method can efficaciously estimate vulnerable nodes compared with degree centrality and betweenness centrality. Meanwhile, the acceptable routes between any OD pairs in the MPTN are 1–10 according to the constrained parameter. In addition, the average number of acceptable routes between OD pairs of Beijing MPTN is 3.649. By ranking the stations according to their vulnerability, it can be found that the top 5 vulnerable stations are all external traffic hubs or the stations around famous commercial areas. The results suggest that these stations are significant for external transport as well as crucial for internal urban transportation systems. The research output could contribute to the MPTN management in accident prevention and emergency handling. [ABSTRACT FROM AUTHOR]