The functioning of each traffic system depends to a great extent on the way the rail transport system operates. Taking into account the aspect of market turbulence and the dependence on adequate ...delivery when it comes to freight transport and traffic in accordance with a yearly Timetable in passenger traffic, transport policies are changing with time. Therefore, this document is considering the railway management models on the territory of Bosnia and Herzegovina. For the purpose of evaluating these models, a new hybrid model has been applied, i.e. the model which includes a combination of the Delphi, SWARA (Step-Wise Weight Assessment Ratio Analysis) and MABAC (Multi-Attributive Border Approximation Area Comparison) methods. In the first phase of the study, the criteria ranking was determined based on 16 expert grades used in the Delphi Method. After that, a total of 14 decision-makers determined the mutual criteria impact, which is a prerequisite for the application of the SWARA Method used to determine the relative weight values of the criteria. The third phase involves the application of the MABAC Method for evaluating and determining the most suitable variant. In addition, a sensitivity analysis involving the application of the ARAS, WASPAS, SAW and EDAS methods has been performed, thus verifying the previously obtained variant ranking.
The unprecedented global shutdown that resulted from the COVID pandemic presents an opportunity to reconfigure future transport policy and practice for the benefit of the global environment and ...individual citizens alike. Before COVID, much of the emphasis in transport policy was on demand management, ‘smart’ technological interventions and sustainable mobility. The public health crisis has necessitated an urgent reconsideration of transport and its contribution to post-COVID economic recovery. In recognition of the importance of individual behaviour and collective responsibility in protecting both personal and public health during the crisis, this think piece proposes a new concept of Responsible Transport to help inform and shape transport policy and practice responses to COVID. The novelty of this proposal lies in the fact that it incorporates not only environmental considerations with respect to sustainability but also encompasses considerations of individual and community health and wellbeing. Moreover, it stresses the role of the individual as a responsible autonomous actor in delivering socially desired transport outcomes.
•Recognises the centrality of transport to a post-COVID world•Proposes a unique academic concept of Responsible Transport•Offers a definition of the term and acts as stimulus for further discussion
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This paper provides a review of public transport policy and strategy initiatives in South Africa for the period 1996 to 2021 and reviews the progress made in public transport provision against the ...policy guidelines and strategies of the 1996 White Paper on National Transport Policy, relevant strategies, and legislation.
Formal public transport is increasingly losing market share against the informal minibus taxi industry. In the 2021 National Household Travel Survey minibus taxis accounted for 80.2% of work trips in 2020 compared to 67.2% in 2013 and 63% in 2003 while buses accounted for 16.6% (19.5% in 2013 and 22% in 2003) and train 3.2% (12.9% in 2013 and 15% in 2003) of work trips respectively.
The research finds that a lack of policy implementation is at the center of the issues experienced in public transport in South Africa together with a lack of adequate transportation planning and financing. Most public transport users are not served by BRTs and the high-speed Gautrain services and have become largely dependent on the informal, lightly regulated, minibus taxi industry for their transportation needs. Users are dissatisfied with public transport services in the country. Policy objectives set out in government policy documents are, in general, not being achieved.
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► Since 2000 cycling has increased and safety has improved in both the USA and Canada. ► There is much spatial variation and socioeconomic inequality in cycling rates. ► Cycling rates are more than ...twice as high in Canada as in the USA. ► Cities have greatly expanded their bike infrastructure and programs since 1990. ► Portland is a model of integrated, comprehensive cycling policies in North America.
This paper reviews trends in cycling levels, safety, and policies in Canada and the USA over the past two decades. We analyze aggregate data for the two countries as well as city-specific case study data for nine large cities (Chicago, Minneapolis, Montréal, New York, Portland, San Francisco, Toronto, Vancouver, and Washington). Cycling levels have increased in both the USA and Canada, while cyclist fatalities have fallen. There is much spatial variation and socioeconomic inequality in cycling rates. The bike share of work commuters is more than twice as high in Canada as in the USA, and is higher in the western parts of both countries. Cycling is concentrated in central cities, especially near universities and in gentrified neighborhoods near the city center. Almost all the growth in cycling in the USA has been among men between 25–64
years old, while cycling rates have remained steady among women and fallen sharply for children. Cycling rates have risen much faster in the nine case study cities than in their countries as a whole, at least doubling in all the cities since 1990. They have implemented a wide range of infrastructure and programs to promote cycling and increase cycling safety: expanded and improved bike lanes and paths, traffic calming, parking, bike-transit integration, bike sharing, training programs, and promotional events. We describe the specific accomplishments of the nine case study cities, focusing on each city’s innovations and lessons for other cities trying to increase cycling. Portland’s comprehensive package of cycling policies has succeeded in raising cycling levels 6-fold and provides an example that other North American cities can follow.
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One striking effect from policy responses by governments to address the COVID-19 pandemic was the repression of mobility, resulting in altered volumes and patterns of passenger transport on a global ...scale. Building on governance and governmentality theories we provide a comparative analysis of the management of COVID-19 and climate change by the Swedish state in relation to individual mobility and transport. We find that the governance approach in the two cases differ significantly, with a unified state response to COVID-19 being based on a perception of acute crisis combined with solidarity appeals to citizens. In contrast, climate change is marked by a distributed network governance, a conceptualisation of future crisis, and individuals being invoked primarily as economic agents. We discuss whether a stronger leadership by the state combined with appeals to civic solidarity may open new policy avenues for sustainable mobility.
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The aim is to propose a theoretical grounding of soft transport policy measures that aim at promoting voluntary reduction of car use. A general conceptual framework is first presented to clarify how ...hard and soft transport policy measures impact on car-use reduction. Two different behavioural theories that have been used to account for car use and car-use reduction are then integrated in a self-regulation theory that identifies four stages of the process of voluntarily changing car use: setting a car-use reduction goal, forming a plan for achieving the goal, initiating and executing the plan, and evaluating the outcome of the plan execution. A number of techniques are described that facilitate the different stages of the process of voluntary car-use reduction and which should be used in personalized travel planning programs.
►A summary of current evidence supporting the effectiveness of soft transport policies is presented ►Frequently used behavioral theories for explaining car use and car use reduction are discussed ►A new stage model focusing of voluntary car use reduction is presended. ►It is demonstrated how to use the new model for systematic development of soft transport policies ►Research lines needed for the further development of effective soft transport policies are discussed
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COVID-19 outbreak unfolds as the biggest challenge of this century by far. Virulence of the disease has compelled densely populated countries like India to impose severest measures, which include ...full or partial lockdown to contain the virus spread. The contagious virus has put the lives of many in urban cities on hold and forced them to abandon or restrict regular activities, which includes a basic human need to travel to satisfy one's daily needs. The eventual impact of the pandemic on individual mobility and the urban city's sustainability depends upon the resilience of medium and long-term policies during such disruptive events.
In order to gauge the impact of this unprecedented disease on travel behavior and mobility patterns of individuals, a web survey is conducted in urban agglomerations of India. The idea is to record travel mode choices before, during and after situations. The study also attempts to elicit responses towards a safer and disaster-resilient public transport, which can also cater to the needs of private vehicle-owning individuals. Further, the study presents and evaluates a set of medium to long-term policy prescriptions to negate the repercussions of this crisis and seize the opportunity it has created so that the long-held dream of sustainable and resilient cities in the context of urban mobility is realized in the best way possible.
The study findings indicate an increase in the car-dependency pan-India level post the COVID-19 crisis. Strikingly the captive users of public transport and non-motorized transport mode (walk) are also willing to make a shift towards private motorized vehicles (car, motorized two-wheeler). The eventual mobility shift will depend upon- (a) the recovery period of mass transportation systems to normalcy (b) investments and promotion of active travel modes (non-motorized transport, i.e., walk, bicycle). The findings also reveal that demand and the willingness to pay extra for a safer, faster, cleaner, comfortable, and most importantly, resilient public transport exists. Further, policy evaluations for sustainable and resilient recovery reveal - (a) the provision of bicycle superhighway will push the bicycle share from 31% to approximately 44% (b) travel demand moderation efforts such as (i) staggering of working days demonstrates the reduction in the congestion externalities. (ii) Flexible arrangements for educational activities (two shifts in a day) facilitates overall gain in the system welfare, and (c) incentive such as reducing public transport fare has a positive impact on its share due to the mobility-shift from the private motorized vehicle.
Investment and encouragement of active travel mode should be prioritized for personal well-being and disaster-resilient cities. Resilience planning should be an integral part of public transportation systems to handle the future shock of pandemics and other emergencies. Additionally, self-sustainable neighborhoods should be encouraged to reduce the trip lengths substantially or the need for private motorized transport for various secondary activities.
•Online survey to gauge COVID-19 disruptions on travel choices indicates mobility-shift in megacities of India.•Longer recovery for Mass Transit systems nudge to a rise in private motorized transport.•Demand as well as willingness to pay extra for resilient public transport exists.•In short-mid run, work from home, staggering of primary activities and incentivize PT are likely to be effective.•In long-run, investment in active travel modes can give significant returns for building sustainable and resilient cities.
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•The Delphi method is used to gather experts’ opinions to address uncertainties surrounding future implementation of MaaS.•We explore expert’s preferences on the subject, their diverging opinions, ...and underlying motivations.•We report new insights on implementation issues, such as vulnerabilities, opportunities, associated uncertainties, and responding actions.•There are variations in the levels of agreement and the experts’ individual’s selection stability on the subject.•The results are a useful reference point to support practitioners and researchers in MaaS planning.
Given the innovative nature of Mobility-as-a-Service (MaaS), various uncertainties are surrounding the possibilities for implementing MaaS. This includes uncertainties about alternative MaaS-system functionalities, about how the implementation of alternative MaaS systems might affect the overall transport system performance and about the preferences of stakeholders regarding alternative MaaS system implementation strategies. This paper contributes to this niche by collecting expert opinions about these uncertainties, using the Delphi method.
The expert panel expected a fully-integrated MaaS to start operating in urban areas before 2020 and to expand to rural areas and nationally within the period of 2020–2030. In contrast to the common expectation that MaaS will attract regular car driver from their vehicles, our panel expected youth, current public transport users, and flexible travellers to be early adopters of MaaS. Transport operators are seen as the most important actors and the most preferred MaaS service integrator. Local authorities are expected to have an important role in enabling MaaS. The main objectives for implementing MaaS are to reduce car dependency and to provide a flexible and more customised transport system accessibility to the general public. The implementation of MaaS as a pilot project is considered the most preferred policy in the next phase. These findings largely support earlier reported findings on MaaS implementation.
This study report new findings regarding the levels of consensus and how the experts changed their individual opinions in light of the group results on the studied topics. Regarding certain topics, such as the early market, there are higher levels of agreements among the panel with lower proportions of them changing their selections in light of the group results. Whereas in other topics, such as planning for future implementation, the level of agreement are lower with higher proportions of experts changing their selections. These two attributes can be combined to infer how certain the panel is on the topics studied. The study also provides new insights into the possible vulnerabilities and opportunities that can arise in relation to MaaS implementation, the associated levels of importance and uncertainty, and the possible responding actions. The experts also identified potential social issues and challenges in scaling-up the pilot. The findings of this study are of interest to practitioners and researchers in the field of MaaS planning and can be used to initiate a discussion among actors and stakeholders to formulate implementation plans for different MaaS concepts.
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Across the world, the COVID-19 pandemic has forced people to reconsider their habits in terms of how they work, how they interact with each other, and of their mobility. During lockdowns, mobility ...was in general significantly reduced. Means of collective transportation were used much less, and people preferred means of individual transport. Evidence from some cities suggests that people turned to cycling as a resilient and reliable option with a small risk of contagiousness. This spike in demand led some governments to respond by opening additional bike lanes, reducing the fees of bike-sharing systems, banning cars on selected streets, or giving monetary incentives for the purchase of new bikes. We analyze the bike traffic in Basel and Zurich, two major Swiss cities. Throughout the pandemic, no specific measure to promote cycling was implemented in any of the two cities; we can thus see latent demand patterns exposed when conditions change. As cycling depends on the season and weather, we incorporate these data and correct the traffic counts hereby. We can identify a distinct change in cycling traffic over the course of the day. During the lockdown period, relatively more traffic is observed in the afternoon, possibly associated with leisure activities. Furthermore, there is a short-term drop in the corrected cycling traffic and a fast recovery, demonstrating cycling as a resilient transport mode. Soon bike traffic reached pre-lockdown levels, but no significant increase could be identified, possibly attributed to the absence of explicit policy measures. We furthermore survey a panel of bike policy experts to identify policy actions that could be taken in Basel and Zurich to increase bike usage. The COVID-19 pandemic disrupts life as we know it, leading people to reconsider their travel choices. Given authorities' desire to increase bike usage, it represents a window of opportunity to test new policy measures, increase bike trips of active cyclists, and attract new cyclists. As long as this window is open, people are susceptible to policy measures to reconsidering past choices. However, if no policy measures are conducted during the pandemic, as in the case study, it is likely that bike usage is not increased in the long run. Authorities are well-advised to take this opportunity to strengthen cycling and to lead to a more resilient, accessible, safe, and sustainable urban transport system.
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The question of whether children's exposure to traffic-related air pollution (TRAP) contributes to their development of asthma is unresolved. We conducted a systematic review and performed ...meta-analyses to analyze the association between TRAP and asthma development in childhood.
We systematically reviewed epidemiological studies published until 8 September 2016 and available in the Embase, Ovid MEDLINE (R), and Transport databases.
We included studies that examined the association between children's exposure to TRAP metrics and their risk of ‘asthma’ incidence or lifetime prevalence, from birth to age 18years old.
We extracted key characteristics of each included study using a predefined data items template and these were tabulated. We used the Critical Appraisal Skills Programme checklists to assess the validity of each included study. Where four or more independent risk estimates were available for a continuous pollutant exposure, we conducted overall and age-specific meta-analyses, and four sensitivity analyses for each summary meta-analytic exposure-outcome association.
Forty-one studies met our eligibility criteria. There was notable variability in asthma definitions, TRAP exposure assessment methods and confounder adjustment. The overall random-effects risk estimates (95% CI) were 1.08 (1.03, 1.14) per 0.5×10−5m−1 black carbon (BC), 1.05 (1.02, 1.07) per 4μg/m3 nitrogen dioxide (NO2), 1.48 (0.89, 2.45) per 30μg/m3 nitrogen oxides (NOx), 1.03 (1.01, 1.05) per 1μg/m3 Particulate Matter <2.5μm in diameter (PM2.5), and 1.05 (1.02, 1.08) per 2μg/m3 Particulate Matter <10μm in diameter (PM10). Sensitivity analyses supported these findings. Across the main analysis and age-specific analysis, the least heterogeneity was seen for the BC estimates, some heterogeneity for the PM2.5 and PM10 estimates and the most heterogeneity for the NO2 and NOx estimates.
The overall risk estimates from the meta-analyses showed statistically significant associations for BC, NO2, PM2.5, PM10 exposures and risk of asthma development. Our findings support the hypothesis that childhood exposure to TRAP contributes to their development of asthma. Future meta-analyses would benefit from greater standardization of study methods including exposure assessment harmonization, outcome harmonization, confounders' harmonization and the inclusion of all important confounders in individual studies.
PROSPERO 2014: CRD42014015448.
•Whether children's exposure to traffic-related air pollution contributes to their development of asthma is an unresolved question.•We conducted a systematic review and a meta-analysis of observational studies published until 8 September 2016 investigating this question.•Forty-one studies met our eligibility criteria and there was an epidemic growth in publications after 2014.•Overall, there was notable variability in asthma definitions, TRAP exposure assessment and confounder adjustment.•The meta-analysis showed positive and statistically significant associations between asthma onset and the exposure to BC, NO2, PM2.5 and PM10, with the least heterogeneity detected in the BC and PM analyses and the most detected in the NO2 and NOx analyses.
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