Prelims

-3 HHE work of several writers appears largely to have succeeded in mak..Ling disreputable the once fashionable practice of crediting public investment activities in the development of water resources, in particular, with substantial "secondary" or "indirect" benefits.2 Secondary benefits in one guise or another still appear to be much in style, however, in dealing with the benefits of investments in highways and other transportation facilities. Among the benefits of highway investment to which reference is commonly made are those presumed to accrue to property owners. More specifically, many studies have demonstrated that land values tend to increase sometimes dramatically-in the vicinity of newly improved highways.3 Since these increases are independent of the extent to which the affected property owners use the highway facilities involved, such gains are quite properly labeled "non-user benefits." They are, furthermore, commonly regarded as benefits over and above those that accrue to highway users. That is to say, they are regarded as benefits that must in some way be added to those arising directly from highway use if total highway benefits are to be estimated accurately. Although widely accepted (particularly among highway planners), this final conclusion is, as it happens, fallacious. That property values increase in the vicinity of highway improvements does reflect the existence of highway benefits. Careful analysis of highwayland value relationships can yield valuable information on the magnitude of these benefits. Increases in land value are not in themselves net highway benefits, however. Rather, they reflect an actual or potential transfer of benefits derived from highways from one population group to another. Furthermore, the fact that land values generally do increase in the vicinity of highway improvements by no means guarantees that a net effect of these improvements is to increase land values as a whole. The primary goal of this paper is to demonstrate these assertions by exploring the relationship between land values on the one hand and transportation costs and reductions in them on the other. More specifically, Section I demonstrates the effects of certain types of transporta1 I am indebted to Robert Clower, William Garrison, William Pendleton, and Stephen Sobotka for much helpful advice. Richard Morrill undertook one of the preliminary analyses underlying the material reported in Section II, while Harold Williamson, Jr., directed most of the statistical work entailed in this section. The work reported here was undertaken as part of a larger study of the nature and measurement of highway benefits carried out with the support of the Bureau of Public Roads. My views do not necessarily reflect those of the Bureau, however.

THE SCOPE OF TRANS-ATLANTIC TRANSPORT RESEARCH: Introduction to the STELLA Network

Proceedings of the 11th International Conference of Chinese Transportation Professionals, held in Nanjing, China, August 14-17, 2011. Organized by Chinese Overseas Transportation Association (COTA); Southeast University. Sponsored by the Transportation & Development Institute of ASCE; National Natural Science Foundation of China (NSFC). This collection contains 434 peer-reviewed papers discussing critical transportation issues, sharing experience in transportation research and development, and exchanging ideas for future transportation studies. Topics include: transportation policy and economics; transportation planning and modeling; traffic operations, management, and control; intelligent transportation systems (ITS); traffic safety and emergency response; transportation and sustainability; transit and rail systems; transportation infrastructure design and construction; pavement and materials engineering, and highway maintenance; logistics and freight transportation; vehicle technologies; and water transportation and aviation.

Successful implementation of public transportation reform cannot be achieved without studying transportation behavior of citizens. The results of an empirical analysis of the behavior of St. Petersburg residents presented in this article make it possible to assess what transportation policies will be successful in attracting car users to travel by public transport. The aim of the study was to identify the patterns of transportation behavior in St. Petersburg: attractiveness of various transportation modes, mode choice factors as well as satisfaction with public transport and transportation policies aimed at stimulating the use of public transport. The research methodology includes survey of the population and the analysis of descriptive information from the data obtained. In addition, principal component analysis was applied for travel factors grouping. The results of this study may be used in elaboration of transportation policies aimed at changing transportation behavior of the citizens. The main finding of this study is the relative importance of trip time for public transport in contrast to private car.

Chapter 9 - Incorporating public health concerns into transportation decision making

10 - Toward an intelligent mobility regime

This paper examines the potential for incorporating life-cycle assessment (LCA) into transportation planning and policy by drawing on analysis and precedent-setting policy structures from California. The paper first summarizes a case study of a transportation system LCA for Los Angeles County and briefly describes the existing structure of transportation policy, emissions regulation, and existing partial precedents for incorporating LCA and decision criteria into transportation policy and planning. Using standard criteria for good policy, the paper then identifies and describes six possible policy mechanisms for incorporating LCA into the transportation planning process. These include legislative requirements for project planning, a preferential finance program, a planning standard for regional transportation plans, an environmental impact assessment criterion, a criterion for selecting transportation control measures under the federal Clean Air Act, and a cap-and-trade system for transportation-related life-cycle emissions. The advantages and disadvantages of each approach are identified, with an ultimate recommendation to refine and pursue a blended approach focusing on the regional planning scale.

Electronic payment systems for public transport, introduced in many cities all over the world during the last decade, are able to capture system transactions and provide comprehensive data records on usage of public transport. Processing and analysis of this data opens new opportunities in transportation and travel behaviour research and is becoming an emerging research topic. This paper presents an analysis of one full day of public transport smart card activity for the entire city-state of Singapore and investigates its potential for characterization of public transport system and urban travel behaviour. In particular, an assessment of spatial and temporal travel behaviour including mode choice, travel- and waiting times is performed using statistical tools and data mining techniques. Thereby data reveals country specific preferences and behaviours as the influence of high passenger volumes and seat availability on route choice decisions and travel times. Furthermore data’s ability to detect travel patterns and infer peoples travel purposes and locations of regular activities is investigated and strategies for modelling of home and work locations are presented. Additionally, household survey data from 2008 is used for comparison of multi modal travel patterns involving public and private transport.

There is a need to understand population race and ethnicity disparities in the context of sociodemographic risk factors in the US experience of the COVID-19 pandemic. Determine the association between county-level proportion of non-Hispanic Black (NHB) on county COVID-19 case and death rates and observe how this association was influenced by county sociodemographic and health care infrastructure characteristics. This was an ecologic analysis of US counties as of September 20, 2020, that employed stepwise construction of linear and negative binomial regression models. The primary independent variable was the proportion of NHB population in the county. Covariates included county demographic composition, proportion uninsured, proportion living in crowded households, proportion living in poverty, population density, state testing rate, Primary Care Health Professional Shortage Area status, and hospital beds per 1000 population. Outcomes were exponentiated COVID-19 cases per 100 000 population and COVID-19 deaths per 100 000 population. We produced county-level maps of the measures of interest. In total, 3044 of 3142 US counties were included. Bivariate relationships between the proportion of NHB in a county and county COVID-19 case (Exp β = 1.026; 95% confidence interval [CI], 1.024-1.028; P < .001) and death rates (rate ratio [RR] = 1.032; 95% CI, 1.029-1.035; P < .001) were not attenuated in fully adjusted models. The adjusted association between the proportion of NHB population in a county and county COVID-19 case was Exp β = 1.025 (95% CI, 1.023-1.027; P < .001) and the association with county death rates was RR = 1.034 (95% CI, 1.031-1.038; P < .001). The proportion of NHB people in a county was positively associated with county COVID-19 case and death rates and did not change in models that accounted for other socioecologic and health care infrastructure characteristics that have been hypothesized to account for the disproportionate impact of COVID-19 on racial and ethnic minority populations. Results can inform efforts to mitigate the impact of structural racism of COVID-19.

The Japanese Government has declared that it will become carbon-free by 2050. Urban planning to realize a carbon-free society is proposed in the context of urban transport policy, which are policies to agglomerate urban facilities and link among them by public transport. However, transport and location policies to regulate land use are afraid to generate an economic loss. It is important to evaluate not only the effects of reducing GHG emissions but also economic influence. In this paper, we built the Computable General Equilibrium and Urban Economic (CGEUE) model, which modeled the transport and location behavior of each economic agent for a detailed area explicitly. We evaluated some transport and location policies such as (1) conversion from fossil fuel vehicles to electric vehicles, (2) improvement of public transport, (3) environmental tax and (4) making city compact by using the CGEUE model. As a result, it can be concluded that the combination policy of improving the public transport policy and environmental tax is the most effective under the conditions of these simulation results.

Meta-analysis offers an analytical framework for research synthesis based on a comparative study of research findings undertaken by different researchers. In this paper, we investigate the possibilities of applying meta-analysis to transport policy impact studies in environmental-economics. The heterogeneity of studies in this field however makes it difficult to apply meta-analysis directly. We therefore propose a general equilibrium framework as a benchmark for comparison, and as a synthesis of the research findings we obtain from studies underlying a met a-analysis. A meta-analysis of studies results in decision rules that obtain the environmental impact of a transport policy as a function of the characteristics of these studies, i.e. variations in environmental impact of the transport policy can be attributed to variations in specific characteristics of these studies. The transport policy impact studies underlying a meta-analysis in environmental economics can be seen to derive their characteristics from a common general equilibrium framework. This framework leads to a classification of all possible characteristics of transport impact studies, that can be used as a basis for several types of meta-analytic methods to distinguish the most relevant ones among them. Policy makers can then improve the effectivity of their policies by concentrating on these relevant characteristics. 1 Meta-Analysis in Environmental Economics In the past decades many advances have been made in the social sciences by applying principles from met a-analysis. Meta-analysis is a research methodology that serves to bring together in a succinct and systematic way findings from previous research on a given issue or topic, undertaken by different researchers. Thus, the main aim of meta-analysis is to offer an analytical framework for research synthesis, usually based on comparative case study research. This approach has gained quite some momentum in environmental economics and related disciplines (see for a review and applications, van den Bergh et al. (1997)). The popularity of meta-analysis in environmental economics is caused by two factors: (i) meta-analysis is particularly useful in case of comparison of behavioural or policy outcomes that are not reflected in the ‘measuring rod of money’; and (ii) meta-analysis can also be applied in case of qualitative effects of decisions or actions, a situation which is often present in case of environmental phenomena. The complexity of environmental economic phenomena is often rather high. Even in cases where monetary valuation is applied (e.g., in social cost-benefit analysis) the research efforts are often so high, that an easy application in other cases is often prohibitive. This has prompted the development of value transfer methods, which aim to translate research findings to other, comparable case studies (see Bal and Nijkamp (1998)). In recent years also various applications of meta-analysis to transport economics in relation to environmental economics can be observed, for example, on the comparison of price elasticities in public transport (see e.g., Nijkamp and Pepping (1998)). But as a whole, applications in this field are still scant, although there might be quite some potential for fruitful applications. An important research question is now whether it is possible to develop a research methodology that can act as a general framework for the application of meta-analysis studies at the interface of transport economics and environmental economics. This is once more important, as meta-analysis is generally shifting its meaning from a rather narrowly defined statistical approach to a general approach for comparing findings of different studies on similar topics or issues, not only empirical, but also theoretical and methodological. In the present paper it will be argued that a general equilibrium approach, including externalities and transportation, may offer such a comprehensive methodology framework. The structure of this paper is as follows. First, the changing scene of transport will be sketched (Section 2). Then the relation between transport, land use and economic activities will be outlined (Section 3). In the next section (Section 4) the foundations of a general spatial-economic equilibrium framework including the environment will be laid down. Section 5 will then be devoted to a classification of transport impact studies, while analytical approaches for comparing such impact studies will be outlined in Section 6. The paper will be concluded with some pressing research questions in Section 7. 2 Current Trends and Issues on Transport and the

Transport systems are essential for the path toward sustainable urbanisation and the transition to more sustainable living. Recently, European cities have undergone substantial changes, and suburbanisation is posing new challenges. Suburban areas are often more affordable in terms of housing, but these neighbourhoods tend to be car-oriented. This leads to higher commuter costs, immobility, transport and time poverty, pollution, higher accident rates and a lack of social interactions. To offer sustainable mobility options to citizens, we must comprehensively understand, together with their individual characteristics, their specific mobility practices and the built environment where they live. This study is centred on the Barcelona Metropolitan Region, which has a public transport network that covers its entire area. The aim of this study is to examine the relationships between travel behaviour, transport mode use, individual characteristics and built environment characteristics in the place of residence using detailed information sources. Herein, we used data from the 2018 to 2021 annual travel survey conducted in the Barcelona region, together with land use and sociodemographic information. Our findings suggest that transport policies have encouraged sustainable mobility practices, particularly in the centre of Barcelona. Despite the positive results, considerable disparities exist between the inner and outer city, with a notable decline in sustainable mobility practices in the latter, due to the uneven distribution of basic services and uneven provision of public transport, together with lower density areas. Our results demonstrate that this uneven distribution reduces the available sequence profiles of inhabitants. In conclusion, the promotion of sustainable mobility policies necessitates further advances in transport, city and land-use planning that consider equity, gender, the socioeconomic profiles of citizens and mixed urban planning.

This paper describes how travel behavior in any city is guided by its land use distribution and transport network and planning. The response of people to the system is travel behavior. The paper discusses the issues in understanding the travel behavior of people. The behavioral change in the use of the type of transport is a slow process and can be initiated by providing the infrastructure with the monetary and temporal benefits that are accountable by the user. The paper shows how the inclination towards the use of public transport, walking or other non-motorized transport can be created by integrated land use and transport planning. The two different systems need to work in integration for sustainable development of an urban area. The purpose of the paper is to find out how the travel behavior studies will facilitate the integration of land use and transport planning. With an example, the paper explains how much the travel behavior depends upon the land use distribution and available transport network. The conclusion of the study states that there is a substantial amount of dependence of the travel behavior on land use and transport planning. It also puts forward the issues to be addressed to facilitate the integration of land use and transport planning for reduction of use of motorized transport and to promote the use of public transport, walking or other non-motorized transport.

Equal access to opportunities has emerged in public transport planning as a social objective that many transport agencies are trying to achieve. Yet in practice, not all public transport agencies are currently providing urban residents with comparable levels of service due to physical barriers in the public transport network that can significantly hinder the ability of individuals with physical disabilities to access opportunities. In countries without a strong federal accessibility act and/or with major financial constraints, some public transport agencies fall behind in applying universal access design principles, making it even harder for people with a physical disability to access opportunities. The objective of this study is to develop a methodology that can be used by public transport agencies or disability advocates to clearly highlight and quantify the performance of the public transport network in a region, in terms of providing transit services to people in a wheelchair and compare that to the service offered to an individual not in a wheelchair. In this study we use accessibility, the ease of reaching destinations, by public transport as the key performance measure in two major Canadian Cities (Montreal and Toronto). Furthermore, we focus on job accessibility in the most socially vulnerable census tracts in both cities, to evaluate levels of job accessibility for wheelchair users residing in socially vulnerable areas. The findings from our study show striking contrasts between the numbers of accessible jobs by public transport for wheelchair users compared to the general population. On average, wheelchair users in Toronto have access to 75% of jobs that are accessible to users that are not in a wheelchair, whilst their counterparts in Montreal have access to only 46% of the jobs accessible to other users. This research is expected to highlight for public transport engineers, planners, policy makers and advocates for those with disabilities, the importance of universal access in a region, especially along public transport networks, using a widely used land use and transport performance measure.

Urban and suburban transport within Functional Urban Areas (FUAs) is now considered an integrated system. In these regions, many residents commute from the suburbs to the city daily for work, education, and social purposes. Transport planning must consider these dynamics to ensure consistent and convenient connections between the city and its suburbs. This article stresses the need for a standardized tool to collect data on transport management models in FUAs across 38 OECD-affiliated countries. The proposed tool, a survey questionnaire, aims to gather information on how transport management models are organized and operate in these regions. The article discusses research conducted in the Olsztyn FUA, revealing significant variations in transport management methods among municipalities. The questionnaire is categorized into four themes: public transport, transport infrastructure, FUA transport strategy and innovation, and risks and monitoring, offering a comprehensive view of the transport management model. The study also highlights varying development priorities among FUA municipalities; some focus on public transport, while others invest in road infrastructure. This study underscores the importance of a cohesive approach to transport management in FUAs, considering their diverse needs and requirements.