Changes in daily mobility and new public transport supply in Dakar (2000 – 2015)

Air quality impacts of new public transport provision: A causal analysis of the Jubilee Line Extension in London

Provision of public transport with autonomous vehicles may enable the implementation of more flexible services, characterised by a reduction of the vehicle's capacity (and increase in the number of vehicles) — leading to fewer stops, better frequencies, and more individualised services (origins and destinations). If public transport provision is centralised, increasing flexibility will lead to reductions in average travel times (although not to the optimal capacity), as the provider internalises congestion costs; however, if public transport is provided in competitive conditions, it may lead to situations in which the entire society ends up worse off, representing a clear transportation paradox.

The role of place in cultivating artistic practice, communities and audiences is well established and the economic, social and cultural benefits that flow from this are becoming better understood. By contrast, the factors impacting and influencing access to these places is poorly theorised. This paper identifies and examines these factors as they apply to live music in Australia, through a qualitative survey of live music patrons and venues. We compare the themes identified from our data with existing theories of access in the arts, with a particular focus on the ways in which place-based music scenes may encourage or exclude participation. We address the question of how access affects participation within these scenes, as well as how access might be improved.

BackgroundWe investigated predictors of two increases in older people’s public transport use: initiating public transport use among non-users; and increasing public transport use amongst users. We also investigated associations of these changes with physical activity, Body Mass Index (BMI) and waist circumference.MethodsData come from the 2008 and 2012 English Longitudinal Study of Ageing (ELSA). Logistic regression assessed predictors of increases in public transport use among adults aged ≥50 years. Gender-stratified logistic and linear models assessed associations of increases in public transport use with changes in physical activity and adiposity.ResultsThose becoming eligible for a free older person’s bus pass were more likely to both initiate and increase public transport use (e.g. for initiating public transport use Adjusted Odds Ratio (AORs) 1.77, 95% Confidence Interval 1.35; 2.33). Retiring from paid work was also associated with both initiating and increasing public transport use e.g. AOR 1.57 (1.29; 1.91) for initiating use.Women who increased public transport use had mean BMI 2.03 kg/m2 lower (− 2.84, − 1.21) at follow up than those who did not, although this was attenuated after adjusting for BMI at baseline (− 0.40 kg/m2, − 0.82, 0.01). After adjustment for baseline physical activity those initiating public transport use were more likely to undertake at least some physical activity in 2012 (e.g. AOR for women 1.67, 1.03; 2.72).ConclusionsBoth initiating and increasing public transport use were associated with increased physical activity and may be associated with lower adiposity among women. These findings strengthen the case for considering public transport provision as an effective means of promoting healthier ageing.

This paper presents an original essay that explains the mobility behaviour towards the public transport supply in Tunisia. This research aims to determine the key variables affecting an individual’s decision to travel by public transport and explains how the use of these means fits the mobility strategies. The dynamic panel model is applied to twelve Tunisian Regional companies, where we aim to analyze the behaviours of Tunisian citizens in the regions where Regional Transport Companies ensure the total service supply of urban, interurban and suburban public transport of travellers. The results show that mobility behaviours are subject to various variables. In particular, service quality, mean price and active population are the most significant variables regarding public transport demand in Tunisia.

Go-along with older people to public transport in high-density cities: Understanding the concerns and walking barriers through their lens

With the increasing use of automated vehicles (AVs) in the coming decades, government authorities and private companies must leverage their potential disruption to benefit society. Few studies have considered the impact of AVs towards mode shift by considering a range of factors at the city level, especially in Australia. To address this knowledge gap, we developed a system dynamic (SD)-based model to explore the mode shift between conventional vehicles (CVs), AVs, and public transport (PT) by systematically considering a range of factors, such as road network, vehicle cost, public transport supply, and congestion level. By using Melbourne’s Transport Network as a case study, the model simulates the mode shift among AVs, CVs, and PT modes in the transportation system over 50 years, starting from 2018, with the adoption of AVs beginning in 2025. Inputs such as current traffic, road capacity, public perception, and technological advancement of AVs are used to assess the effects of different policy options on the transport systems. The data source used is from the Victorian Integrated Transport Model (VITM), provided by the Department of Transport and Planning, Melbourne, Australia, data from the existing literature, and authors’ assumptions. To our best knowledge, this is the first time using an SD model to investigate the impacts of AVs on mode shift in the Australian context. The findings suggest that AVs will gradually replace CVs as another primary mode of transportation. However, PT will still play a significant role in the transportation system, accounting for 50% of total trips by person after 2058. Cost is the most critical factor affecting AV adoption rates, followed by road network capacity and awareness programs. This study also identifies the need for future research to investigate the induced demand for travel due to the adoption of AVs and the application of equilibrium constraints to the traffic assignment model to increase model accuracy. These findings can be helpful for policymakers and stakeholders to make informed decisions regarding AV adoption policies and strategies.

Mobilities that take place in coastal tourist regions are not regular in time nor in space, since the arrival of tourists follows a distinctly seasonal pattern. A key agent in the mobility sector, such as the public transport, is directly affected by these alterations. This article aims at analysing this phenomenon from a geographical perspective, by means of the use of big (geo)data generated by travel cards that monitor the demand for interurban public transport in the region of Camp de Tarragona, in south Catalonia. The maps presented in this article constitute a first attempt to appraise the impact of seasonality of tourist activities on public transport demand in coastal tourist regions. They allow detailing large spatiotemporal fluctuations in the use of public transport between winter and summer periods, and also significant differences in daily time slots between both periods. The results are from interest to understand the mobilities in tourist regions and for agents involved in public transport provision and tourism management.

The traditional approach in public transport planning was to collect travel demand data for a more extended period and compose timetables to serve this demand. There are two significant identifiable issues. In the rural areas and off-peak hours, public transport operators provide much more capacities than needed. On the other hand, more capacities than scheduled are needed on certain lines at certain departures on some sporadically occurring occasions. The problem is how to react to short-term changes (daily) triggered by exceptional circumstances and events and midterm changes (weekly, monthly basis) in travel demand. We can trigger changes in travel demand chiefly by introducing a desirable (almost for free) tariff system applied to specific populations. No long-term travel response data exists for this kind of intervention, but an immediate response in public transport supply is needed. In Slovenia, public transport for free for the whole population over 65 years was introduced. With the modern ticketing system, which was designed to be as simple as possible for users (that means »check-in only« at the moment of boarding), the research task was to analyze the travel behavior of the retired population, faced with a new attractive option to travel, based on data of purchased tickets and their afterward validation, for better mid-and long-term planning. Our study finds that ITS technology (in this case, e-ticketing system) can satisfactorily solve the discussed planning and management task.

The Medan City Transportation Agency is the implementing agency of the Medan City government in the transportation sector, responsible for public transportation services. Public transportation is a mode of transportation that remains a focus for improvement by both the government and public transportation providers, particularly regarding the quality of its service to the public. The Transportation Agency's oversight of public transportation in Medan City includes developing transportation facility/infrastructure management, developing transportation control plans, supervising the implementation of tasks by units and technical implementation units (UPTs) within the transportation sector, developing permits for transportation, and investigating transportation violations.

The provision of public transport may not be evenly distributed within large metropolitan areas world‐wide. However, in developing countries the uneven provision of public transport may assume a much larger dimension than in developed countries. The aim of this paper is to provide evidence that transport is a long way from reaching the basic needs of those who are entirely dependent upon the public system. This paper uses examples from Latin American cities and, in more detail, findings from a case study (the city of Rio de Janeiro), to demonstrate that the level of service of public transport is correlated with the population income distribution, in a way that those better off, who are mostly located in the city's centre, are provided a better service, both in quantitative and in qualitative terms; while those in lower income categories, who are mainly concentrated in peripheral areas, are provided a much poorer service. It is argued that both socioeconomic and spatial inequalities exist in the supply of public transport services and that this does not meet needs in peripheral low income areas. Foreign summaries A l'échelle mondiale, l'offre de transport public n'est sans doute pas répartie de façon égalitaire dans les grandes zones métropolitaines. Mais dans les pays en développement, cette inégalité prend des proportions bien plus considérables. Ce que démontre cet article est que l'offre de transport public est bien loin de répondre aux besoins de ceux qui en sont totalement dépendants; ceci est illustré par des exemples pris dans les villes latino‐américaines et par une étude de cas très détaillée portant sur l'agglomération de Rio‐de‐Janeiro. Il y apparaît au contraire que la qualité de l'offre de transport public y est directement correlée avec le niveau moyen de revenus observé dans les diverses parties de la ville. Les mieux lotis, qui habitent le plus souvent les centres urbaines, y trouvent un niveau de service quantitativement et qualitativement supérieur, alors que les revenus les plus faibles, généralement concentrés dans les zones périphériques, ne bénéficient que d'une offre beaucoup moins bonne. On voit donc que les inégalités socio‐économiques et les inégalités spatiales se combinent dans l'offre de transport public, de telle sorte que l'on ne trouve dans les zones périphériques qu'une offre inférieure aux besoins. Das Angebot an öffentlichen Verkehrsmitteln wird weltweit sicher nicht gleichverteilt in den großen städtischen Verdichtungsgebieten sein. Trotzdem hat die ungleiche Verteilung des Angebotes an öffentlichen Verkehrsmitteln in Entwicklungsländern vermutlich ein weitaus größeres Ausmaß als in entwickelten Lädern. Ziel dieses Artikels ist es, zu zeigen, daß das Verkehrswesen noch weit davon entfernt ist, die Grundbedürfnisse derer, die ganz und gar vom öffentlichen Verkehrssystem abhängig sind, zu erfüllen. Der Artikel führt Beispiele aus latein‐amerikanischen Städten und in größerer Feinheit Ergebnisse aus einer Fallstudie (die City of Rio de Janeiro) auf, um darzustellen, daß das Angebotsniveau im öffentlichen Verkehr mit der Verteilung des Einkommens der Bevölkerung korreliert ist und zwar in einer Weise, daß die Besserverdienenden, die meistens in den Stadtzentren wohnen, ein besseres Angebot, sowohl quantitativ als auch qualitativ, vorfinden; diejenigen Teile der Bevölkerung mit niedrigerem Einkommen, die hauptsächlich in den Außenbezirken der Stadt konzentriert sind, werden dagegen mit einem deutlich schlechteren Angebot bedacht. Es wird herausgestellt, daß sowohl sozio‐ökonomische als auch räumliche Ungleichgewichte in der Versorgung mit öffentlichen Verkehrsleistungen bestehen und daß diese sich nicht mit der Nachfrage in peripheren Bereichen mit geringem Einkommen decken. Es posible que la provisión de transporte público no esté distribuida homogéneamente en las grandes áreas metrpolitanas del mundo. Sin embargo, lo más probable es que esta deshomogeneidad sea muncho mayor en países en desarrollo que en países industrializados. El objetivo de este trabajo es ofrecer evidencia de que el transporte está muy lejos de alcanzar las necesidades básicas de quienes dependen en forma absoluta de los sistemas públicos. Para esto se utilizan ejemplos de ciudades latinoamericanas y se presenta en más detalle algunos resultados de un caso (la ciudad de Rio de Janeiro), para demostrar que el nivel de servicio del transporte público está correlacionado con la distribución del ingreso de la población de la siguiente forma: aquellos con mejor pasar, que se localizan mayoritariamente en el centro de la ciudad, reciben el mejor servicio, tanto desde el punto de vista cuantitativo como cualitativo; mientras que a las personas en las categorías más bajas de ingreso, que están concentradas mayoritariamente en las áreas periféricas, se les provee un servicio de mucho menor calidad. Se argumenta que existen desigualdades tanto socioeconómicas como espaciales en la oferta de servicios de transporte público, y que éstos no son capaces de satisfacer las necesidades de las áreas periféricas de bajo ingreso.

The regulatory cycle stalled? An assessment of current institutional obstacles to regulatory reform in the provision of road-based public transport in Cape Town, South Africa

Transport policy is an increasingly difficult area for all national governments and regional/local authorities. Tackling car use and realising a sustainable transport system appears to be very difficult. Developing public transport is seen as an increasingly important element in improving the transport system, especially in densely populated areas. At the same time however, governments are under increasing pressure to cut taxation. As a result there is a growing gap between increasing policy need for public transport and government resources to fund that need. This timely book explores one solution to this dilemma, which is the use of local charges and taxes dedicated to support public transport. Unfare Solutions examines how and why such charges have evolved and how they do (or do not) relate to modern transport policy developments and theory. It shows innovative funding techniques developed by both public transport providers and federal and local authorities.

Everyday urban life involves multiple choices of transport mode, route path and time budgets as individuals seek to move between places and projects in various parts of any city. In this chapter we map the time/space zones of accessibility (isochrones) as a means to understand the ways we make choices between modes – a space/time phenomenology of everyday mobility. Harvesting data from Google Maps and other online sources, we map isochrones for four primary transport modes – car, public transport, walking and cycling – and the inevitable mix between them. We seek to map the morphological and infrastructural conditions under which people may choose public transport and active modes of walking and cycling over the private car. This is also a form of design research in that we test the ways in which designed infrastructural change can transform the accessibility of the city. Our case studies are in the suburbs of Melbourne under conditions of high car-dependency and low public transport provision.

Prelims