Public transport demand: dynamic panel model analysis

This paper examined the characteristics of public transport demand in some major Tunisian cities. It followed the research trend which calculated the public transport demand elasticities. The adopted procedure in this study consists in estimating a log linear dynamic panel model relating per capita bus patronage to bus fares, users’ income, and service quality. Two variants of the basic model were estimated for the most important Tunisian agglomerations for the period 2003-2020. In the first variant, this paper considered the same fare elasticity value for the different regions, whereas in the second it’s proceeded to the calculation of specific fare elasticity values for each region. The estimation results show interesting and different elasticities compared to those revealed by earlier studies for occidental agglomerations. This result can be explained by specifics users’ characteristics and networks’ configuration. Although these results may sometimes contradict the theoretical suggestions, they still highlight the specificities of the public transport demand in Tunisia and its users’ characteristics. The demand for public transport in large Tunisian agglomerations is not very sensitive to fares changes. Second, income does not have the same effect as that advocated by economic theories. Indeed, we have found a positive impact of income on demand for public transport. Finally, the quality of service has the most important effect on demand. Changes in travel habits and cultures, improvements in the quality of services and their differentiation can be more effective for public transport than fares changes.

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.

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

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

The disruptive effects of the COVID-19 pandemic has rapidly shifted how individuals navigate in cities. Governments are concerned that travel behavior will shift toward a car-driven and homeworking future, shifting demand away from public transport use. These concerns place the recovery of public transport in a possible crisis. A resilience perspective may aid the discussion around recovery – particularly one that deviates from pre-pandemic behavior. This paper presents an empirical study of London’s public transport demand and introduces a perspective of spatial resilience to the existing body of research on post-pandemic public transport demand. This study defines spatial resilience as the rate of recovery in public transport demand within census boundaries over a period after lockdown restrictions were lifted. The relationship between spatial resilience and urban socioeconomic factors was investigated by a global spatial regression model and a localized perspective through Geographically Weighted Regression (GWR) model. In this case study of London, the analysis focuses on the period after the first COVID-19 lockdown restrictions were lifted (June 2020) and before the new restrictions in mid-September 2020. The analysis shows that outer London generally recovered faster than inner London. Factors of income, car ownership and density of public transport infrastructure were found to have the greatest influence on spatial patterns in resilience. Furthermore, influential relationships vary locally, inviting future research to examine the drivers of this spatial heterogeneity. Thus, this research recommends transport policymakers capture the influences of homeworking, ensure funding for a minimum level of service, and advocate for a polycentric recovery post-pandemic.

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.

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.

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.

Factors influencing demand for public transport in Colombia

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

Provision of public transport in Australian cities is far from equitable. Residents in smaller cities and outer suburbs of large cities have poor service levels. Public transport is unsuitable for many journeys - particularly discretionary trips, but also for many essential journeys by people living and working in outer suburban areas. Many socially needy persons are also unable to use public transport because of inadequacies in physical design and service operation; many others are deterred by the high cost of fares. The newly emerging paratransit options go some way towards overcoming these deficiencies, but so far these have received limited application. The consequences of poor public transport are far from trivial. Car ownership is an expensive necessity for many low income families and imposes an undue strain on their budgets. Many car owning households also contain persons too young or too old to drive. Deficiencies in urban public transport are especially disturbing given the large (and increasing) commitment of public money to these services. There is a need to match the level of financial support to the resources available. Subsidies should be directed towards low income groups and special minorities and towards maintaining a base level of services in all areas with substantial populations (a).

Urban public transport plays a critical role in stimulating economic development of any nation since most of the revenues come from cities. The majority of the city dwellers of any country use public transport. The evaluation of public transport service quality provides a valuable feedback to commuter operators to ensure continuous improvement of level of service and to the government to take appropriate measures for enhancing the quality of public transport service. This paper analyses and evaluates service quality of Road Public Transport (RPT) (i.e. minibuses and buses) and Urban Rail Transport (URT) in Dar es Salaam City, Tanzania. Since service quality and its attributes are intangible and vague, a fuzzy evaluation model is developed and applied. The formulated model is composed of Fuzzy Entropy Method (FEM) and Technique for Order Preference by Similarity to Ideal Solution (TOPSIS). The overall evaluation procedure is as follows: initially, an intensive literature search and experts’ opinions are employed to establish criteria for evaluating the service quality of public transport in Dar es Salaam City. The developed FEM is used to obtain criteria weight. Lastly, the formulated TOPSIS is used to provide an overall ranking of urban public transport service quality. The overall evaluation shows that urban rail transport outperforms road public transport in terms of service quality. Nevertheless, the urban rail transport service in Dar es Salaam City is currently not well developed as it is provided on very limited routes. Thus, the Tanzania government, the rail transport operator i.e. Tanzania Railway Limited (TRL) and the agency responsible for the provision of rail infrastructure i.e. Reli Assets Holding Company (RAHCO) are advised to design and employ Public-Private-Partnership (PPP) schemes i.e. concession contracts to invest more in rolling stocks, locomotives and rail wagons so that the rail transport service is available on many routes of the road public transport to bring fair competition between the two operators.

The concept of urban public transport information attention was defined to determine travel information demand and spatiotemporal differentiation of urban public transport. On the basis of the Baidu index of urban public transport attention in 31 cities in China from 2011 to 2014, this study applied the standard deviation and the Theil index to analyze absolute and relative differences in urban public transport information attention. Then, the coupling coordination degree model was established to measure the coordination of information attention and service level of urban public transport. Results showed that the relative difference gradually diverged, whereas the absolute difference increased from 2011 to 2014. The regional rank changes of urban public transport information attention gradually diminished from east to west, the spatial coupling coordination between information attention and service level of urban public transport was low, and the differences between regions were significant.

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.

Communities in general are in urgent need of public transportation beside private vehicles as a means of supporting the transportation of daily activities to meet their needs. The problem in big cities in Indonesia is urban transportation, especially big cities that are crowded like in Jabodetabek. The increasing number of residents of South Tangerang city is 3.27% high and the increase of the number of both motorcycles and four wheels is not followed by the improvement of urban public transportation service quality. Communities also negatively assess public services, especially urban transport that makes them choose to use private vehicles that can cause problems lannya social problems plus the lack of regulation in the use of private vehicles. The purpose of this research is to examine and analyze the relationship of urban public transportation concept which influenced by service quality, perceived value and government regulation. The research method used is Structural Equation Modeling LISREL with population of urban transport passengers in south tangerang with 400 respondents. The result of this research shows that consumer behavior is influenced by service quality, perceived value an. And there is a positive mediation effect of service quality and perceived value on consumer behavior