Bicycle and Pedestrian Transportation

Transportation is one of the main growing crises in developing countries. This is the product of multiple forces including the rapid pace of urbanisation and a mismatch between supply of transportation infrastructure, services and technologies and the mobility needs of the majority of people whose incomes are very low. Transportation development policies and investments in most developing countries are focussed on encouraging motorization and are indifferent and hostile to low-cost, informal, non-motorized transportation modes despite the vital role they play in mobility for lower-income groups. The main focus of this study is Asian developing countries. Pakistan is selected as an example and the largest city in Pakistan, Faisalabad is selected for a detailed analysis. Transportation scenario and problems in the city such as congestion index, loss of working hours, average speed, expenses and commuter dissatisfaction are closely observed using the Agenda 21 framework. Sustainable transportation and environmental problems for the city are also studied and recommendations made to improve them. It is finally inferred that there is an urgent need for comprehensive transportation planning, managing Kachi Abadies, curbing private vehicle use and effectively facilitating the public transportation in the city of Faisalabad

Przedmiotem artykułu jest identyfikacja metod przeciwdziałania powstawaniu barier rozwojowym metropolii, a w szczególności tych, które dotyczą systemu transportu pasażerskiego. Podjęta została również próba klasyfikacji instrumentów polity ki transportowej, które mają stworzyć warunki do sprawnego funkcjonowania systemu transportowe go i całej metropolii. Na fali prowadzonej w ostatnim czasie dyskusji publicz nej dotyczącej procesów metropolizacji oraz prób prawne go uregulowania problemu coraz większe zainteresowanie polityków, przedsiębiorców i społeczności lokalnej skupia się na miastach oraz ich problemach. Znaczenie miast na przestrzeni dziejów systematycznie rosło -jeszcze kilkaset lat temu ludność miejska stanowiła niewielki ułamek społe czeństw, a obecnie odsetek ten jest zazwyczaj wyższy niż 50 procent . Obszary miejskie odgrywają coraz ważniejszą rolę we współczesnych państwach, nie tylko ze względu na to, że są ośrodkami politycznymi, gospodarczymi, kulturalny mi, ale także dlatego, że wszelkie zakłócenia w ich rozwoju odbijają się negatywnie na całej gospodarce. Jeżeli za metropolię przyjąć, jak to proponuje J. Wrona, najważniejsze miasto danej prowincji bądź też kraju, głów ny ośrodek kulturalny i gospodarczy 4 , to w Polsce tym mianem można określić co najwyżej kilka miast 5 . Często

Resumo: Novos processos de comunicação podem contribuir para o preparo profissional em atendimento ao mercado, o que caracteriza a educação a distância. Por outro lado, a gestão do trânsito é uma área que necessita de profissionais preparados para compor ambientes sustentáveis em atendimento a demanda. Deste modo, o trabalho tem por objetivo a elaboração de proposta de cursos MBA na modalidade a distância voltados à gestão do trânsito para cidades brasileiras de pequeno e médio porte. A metodologia do trabalho foi composta de pesquisa inerente à área de gestão do trânsito com aspectos referentes às exigências atuais para sustentabilidade urbana e melhoria da qualidade de vida para elaboração de cursos de especialização. Ao final, são apresentados tópicos para cursos em três ênfases que são o planejamento dos transportes urbanos, a infraestrutura viária e a circulação urbana. Palavras-chave: Educação a Distância; Trânsito Urbano; Sustentabilidade Urbana. SUSTAINABLE MANAGEMENT OF TRA...

Cycling as an attractive mode of transport is a challenge, especially in developing countries like Pakistan. Previous research on cycling in developing countries is insufficient to answer that how people can be encouraged to bike in different regions and cultures. This research, therefore, directs two research questions based on the perceptions of the people of Lahore. The first research question addresses the perceived motives of everyday biking trip generation and the second question addresses the perceived barriers in biking in the city of Lahore. The data sample of 379 subjects was collected through self-reported questionnaire across different socioeconomic groups. The questionnaire was designed to discuss the motives for biking such as affordability, reliability, and accessibility as well as to identify the barriers such as cultural issues, gender problems and non-availability of infrastructure for biking. Along with descriptive statistics, Multinomial Logistic was used to anal...

TeMA is the Journal of Land Use, Mobility and Environment and offers papers with a unified approach to planning, mobility and environmental sustainability. With ANVUR resolution of April 2020, TeMA journal and the articles published from 2016 are included in the A category of scientific journals. From 2015, the articles published on TeMA are included in the Core Collection of Web of Science. It is included in Sparc Europe Seal of Open Access Journals, and the Directory of Open Access Journals. The The Times They Are a-Changin' and cities have to face challenges which may not be further postponed. The three issues of the 13th volume will collect articles concerning the challenges that cities are going to face in the immediate future, providing readings and interpretations of these phenomena and, mostly, methods, tools, technics and innovative practices (climate proof cities, zero consumption cities, car free cities) oriented to gain and keep a new equilibrium between cities and new external agents.

This paper begins by comparing the form and experience of cities to a Belgian waffle. The baked grid of popular street food is an inexpensive vehicle for a spectrum of diverse ingredients, ranging from sweet to savory. They can even be enjoyed with no toppings at all. Waffles are sold in small, makeshift spaces and structures, offering sensory delight and bringing people together. Great cities and urban experiences are arguably similar. Indianapolis was first platted by Alexander Ralston and Elias Pym Fordham in 1821 and can be examined in printed materials (W.H. Bass, 2008). The central circle was first conceived as a plot of land for the Governor’s residence. Later, the circle was recast with a monument honoring its fallen soldiers and sailors. It was designed by Berlin-born Architect Bruno Schmitz beginning in 1887 and completed in 1902. Schmitz is also known for the 1813 Monument to the Battle of the Nations (Völkerschlachtdenkmal) in Leipzig, Germany, and the 1897 Kaiser Wilhelm Denkmal in Koblenz, Germany. Across its history and to today, Monument Circle is a compelling gathering space and rally point for nearly every seasonal civic celebration on the calendar, a rally and celebration site for hosted events in athletic and motor sports, and an accommodating venue for organized protest and free speech expressions from across the political spectrum.

A professora e pesquisadora Juliana Luquez entrevistou o coletivo BICI nos Planos Campo Grande. O coletivo é responsável por orientar a sociedade civil, gestores e técnicos municipais na inserção da bicicleta no planejamento na cidade como exigido pela Política Nacional de Mobilidade Urbana e pelo Programa Bicicleta Brasil. O objetivo é promover a bicicleta como modal de transporte, de inclusão social e de sustentabilidade, inserindo-a nos planos e políticas públicas de Campo Grande/MS, contribuindo assim, com o desenvolvimento da cultura ciclística na mobilidade urbana. Com o tema Mobilidade Ativa em Tempos de Pandemia, o coletivo abordou questões importantes para o debate público no que se refere a mobilidade urbana. Em atividade desde 2016, BICI nos Planos Campo Grande atua na promoção e pela inclusão da bicicleta nas políticas públicas da cidade. O grupo é o primeiro e (ainda) o único coletivo oficial que representa os ciclistas de Mato Grosso do Sul.

A professora e pesquisadora Juliana Luquez entrevistou o coletivo BICI nos Planos Campo Grande. O coletivo é responsável por orientar a sociedade civil, gestores e técnicos municipais na inserção da bicicleta no planejamento na cidade como exigido pela Política Nacional de Mobilidade Urbana e pelo Programa Bicicleta Brasil. O objetivo é promover a bicicleta como modal de transporte, de inclusão social e de sustentabilidade, inserindo-a nos planos e políticas públicas de Campo Grande/MS, contribuindo assim, com o desenvolvimento da cultura ciclística na mobilidade urbana. Com o tema Mobilidade Ativa em Tempos de Pandemia, o coletivo abordou questões importantes para o debate público no que se refere a mobilidade urbana. Em atividade desde 2016, BICI nos Planos Campo Grande atua na promoção e pela inclusão da bicicleta nas políticas públicas da cidade. O grupo é o primeiro e (ainda) o único coletivo oficial que representa os ciclistas de Mato Grosso do Sul.

Promoting cycling as a sustainable mode of transport necessitates understanding how individuals perceive the risks associated with bicycling based on age, gender, and riding experience. This study addresses a critical gap in the field of traffic by examining cyclists' perceptions of risk and safety on mixed-traffic roads. Despite increased interest in promoting cycling as a sustainable means of transportation, research on this topic is rare. Therefore, this study aims to contribute to existing literature on cyclist perceptions and cycling safety on roads with mixed traffic by examining the significant differences that may exist among age groups, genders, and individuals with varying riding experiences. The research focuses on roads lacking distinct bicycle paths and characterized by heterogeneous traffic streams. The study surveyed 120 cyclists on 13 roads in Pristina, the capital of Kosovo. Safety perception, measured using a Likert scale (1-5), was the dependent variable. Non-parametric methods, specifically the Mann-Whitney and Kruskal-Wallis tests, were employed to analyze the data and test the hypotheses. The results revealed statistically significant differences between genders (Mann

The Region 2 University Transportation Research Center (UTRC) is one of ten original University Transportation Centers established in 1987 by the U.S. Congress. These Centers were established with the recognition that transportation plays a key role in the nation's economy and the quality of life of its citizens. University faculty members provide a critical link in resolving our national and regional transportation problems while training the professionals who address our transportation systems and their customers on a daily basis. The UTRC was established in order to support research, education and the transfer of technology in the �ield of transportation.

Progress towards social equity is slow. Few examples of sustainable, inclusive design transport buildings exist. Integrating service design and inclusive design principles led to an innovative station design. This study reviews the inclusivity and usability experience moving within that operational station serving London’s Elizabeth Line at Farringdon Station. The methodology applies innovative auto-ethnographic observation methods,  using video diaries and an observer as a research instrument.

Background & Aims: Productivity and profitability among cycling tourists are important. The aim of this study was to identify the psychological-motivational, humanistic-educational and cultural factors in the sports efficiency of tourist cyclists. Materials and Methods: This study was carried out as qualitative-quantitative research that included interviewing experts and designing a questionnaire. The questionnaire included psychological-motivational, human-educational, cultural, and welfare factors, which were prepared through interviews with 13 experts, and 278 subjects were examined using a random sampling method. Results: The results of open code interviews and questionnaires were as follows. These findings were managers' expertise and experience in the field of sports tourism, focusing on training and increasing motivation of the organization's educated employees, detecting and solving economic problems, increasing welfare and livelihood, and using the PLS software. The relationships between the categories and the identified variables were psychological-motivational, human-educational, cultural, and productive cycling tourism, and had a good fit. Conclusion: Psychological-motivational, human-educational and cultural factors had an effect on the sports efficiency of tourist cyclists and the model had a good fit. Therefore, based on the results, the tourism organization should have effective and accurate procedures in applying the present model to be productive and consider influential factors (both psychological-motivational, human-educational, and cultural) in their programs.

In Developing countries like India, analysis of safety issues on urban roads for Non-Motorized road traffic accidents in Indian cities (Srinagar city) where fatalities constitute approximately 25 % to 50% of the total traffic deaths is important. The NMT mainly comprises of pedestrians and bicyclists. The present study focusses on using video camera through image capture analysis and 13 different locations have been selected. The usage of latitude and longitude from google earth some of locations were selected in the CBD area of Srinagar city. The present study method is before study and after study location scenario (BSL-ASLS method) was used to identify necessary safety measures along the NMT lane with high traffic volumes on urban roads under mixed traffic conditions. The behavior of the NMT users plays a vital role in the characteristics of road accidents in Srinagar city. The final results clearly indicate that in the form of pie charts are shown at the end and there is a cruci...

The availability of efficient transportation facilities is vital to the function and development of modern cities. Promoting walking is crucial for supporting livable communities and cities. Assessing the quality of pedestrian facilities and constructing appropriate pedestrian walking facilities are important tasks in public city planning. Additionally, walking facilities in a community affect commercial activities including private investment decisions such as those of retailers. However, analyzing what we call pedestrian friendliness in an urban environment involves multiple data perspectives, such as street networks, land use, and other multivariate observation measurements, and consequently poses significant challenges. In this study, we investigate the effect of urban environment properties on pedestrian movement in different locations in the metropolitan region of Tel Aviv. The first urban area we investigated was the inner city of the Tel Aviv metropolitan region, one of the central regions in Tel Aviv, a city that serves many non-local residents. For simplicity, we refer to this area as Tel Aviv. We also investigated Bat Yam, a small city, whose residents use many of the services of Tel Aviv. We apply an improved tool for visual analysis of the correlation between multiple independent and one dependent variable in geographical context. We use the tool to investigate the effect of functional and topological properties on the volume of pedestrian movement. The results of our study indicate that these two

共享单车被想当然地认为是环保、可持续的，但对其环境后果和社会后果的评价必须结合共享单车行业的历程，剖析当下共享经济的社会环境。本文应用并整合贝克的概念类型框架指出，共享单车就其本质属性而言属于商品交换，具体而言是分时租赁，而不是真正意义上的共享，无论从理论层面还是现实经验层面，其社会可持续性难以立足。基于对ofo、摩拜急剧兴衰的检视和共享单车的社会环境分析，本文认为共享单车虽然方便城市居民短距离出行，但业已造成的资源浪费和社会问题，使得其“绿色环保”的承诺成为表面光鲜美丽的致幻剂。共享单车案例给共享经济以及其他领域未来战略转向的教训是：借助智能手机和网络平台、以“共享”和“环保”的美名操控资本、资源和网民，极可能浪费资源、污染环境并侵害社会机理，这些恶果远比表面上的消费者公德缺失、治理失序等问题更为关键和紧要。

O agravamento dos problemas relacionados à mobilidade urbana traz à tona uma série de desafios para pensadores e corpo técnico das cidades. É de fundamental importância analisar, refletir e avaliar a consistência das políticas públicas voltadas à mobilidade, a fim de mensurar sua efetividade e aplicabilidade, bem como a coerência entre as políticas nacionais e as locais. Neste contexto, desde o ano de 2014 a cidade de Passo Fundo possui um Plano de Mobilidade, focado em ações e estratégias de curto, médio e longo prazo para melhoria da mobilidade local. Sendo assim, o presente estudo tem como objetivo principal analisar as diretrizes e ações do Plano de Mobilidade Urbana da cidade de Passo Fundo, a fim de avaliar sua compatibilidade com os princípios, diretrizes e objetivos da Lei Nacional n° 12.587/2012- Lei de Mobilidade Urbana, bem como compreender como as ações em nível local são influenciadas pelas políticas nacionais. Além disso, objetiva-se compreender como o processo de urba...

This article is an overview of how travel behavior and urban mobility are shaping and influencing each other. The paper is structured in two parts. The first one presents the factors that influence travel behavior and in the second one, a few examples of good practices and unsuccessful projects are analyzed in order to determine how community collaboration affects the planning and decision-making process. The behavior patterns are influenced by socio-demographic factors, land use, transportation, or travel costs. Lifestyle represents one of the important factors in choosing transportation services. Thus, understanding the user's mobility patterns is a complex process and varies depending on the context and the needs.

A bicicleta tem se destacado nas grandes cidades como um meio de locomoção alternativo, inserindo-se no contexto de outras questões urbanas, como a rede cicloviária e os parques urbanos. Estes elementos oferecem diversos benefícios, tais como saúde, mobilidade urbana, interação social, segurança, conscientização ambiental e turismo. O objetivo deste estudo é compreender a distribuição dos paraciclos localizados nos parques urbanos de Porto Alegre, Brasil, especificamente no Parque Marinha do Brasil e no Parque Farroupilha (Redenção), e sua utilização pelos ciclistas que frequentam esses locais. O objetivo secundário é identificar novos locais para inserção de paraciclos que possam promover uma maior utilização desses equipamentos pelos ciclistas. Assim a pesquisa foi conduzida de forma quantitativa, por meio de questionários e levantamentos presenciais nos Parques Farroupilha e Marinha do Brasil, utilizando dados de diversas fontes online. Os resultados indicaram que os ciclistas, em geral, não utilizam os paraciclos nos parques urbanos, possivelmente devido à localização inadequada desses dispositivos. Portanto, recomenda-se que a localização dos paraciclos seja reconsiderada, visando atender melhor às necessidades dos ciclistas, posicionando-os próximos a pontos de interesse, em locais visíveis (com alta circulação de pessoas) e utilizando modelos que ofereçam maior segurança para prender as bicicletas.

The Federal Government and local authorities, including Putrajaya Corporation, has introduced various initiatives to promote more sustainable transportation options such as encouraging the use of public transportation, walking and cycling in order to reduce the need to travel by car. This paper discusses the findings of the study done among the local residents in Precinct 1, 10, 11, 14 and 15 Putrajaya regarding their patterns of cycling as well as their perspectives on the use of bicycles as a mode of transportation. The study employs quantitative methodology. Primary data were gathered by direct interviews at respondent’s home or at the local commercial area. The study analyses residents’ awareness about the sustainability of cycling, their opinion on the lack of bicycle usage and their willingness to use bicycle as a sustainable mode of transportation. It was found that respondents were aware of the benefits of cycling but hesitant to adopt cycling as mode of transportation for t...

Since 2017 when my planned US cycling adventure was brought to a Guantanamo-style end at Niagara Falls, I must make do with dull, dreary Canada. Well, it's only as dull as you make it. I'm a fan of Stendahl: The only originality and truth is in the details. Thank you USA for waking me up to reality.

In order to enable designers to envision the behaviour of pedestrians with reference to specific environments, computational models of crowds and their movement become indispensable tools of evaluation as well as tools of creativity. In this paper, the model under development constitutes a generic model which incorporates ideas about agent-based systems. The simulation program comprises a support system for the designer to place virtual users in a context that bears analogous environmental traits of the area under study. The design problem which is addressed by the implementation deals with public squares for which the programmatic demands involve a broad spectrum of users of diverse idiosyncrasies. Our study attempts to elucidate how the variation in preferences of pedestrian movement which depend on various personal, situational and environmental factors, may influence the current use of a selected public space and underpin qualitative alterations compared to its initial design. The intent of the methodology is not to create a predictive tool of naturalistic human movement but to explore how spatial configuration can be assessed and developed through a simulation model of pedestrian behaviour.

La mejora de la movilidad en zonas con valor histórico son retos cruciales para ciudades en  crecimiento como Santiago de Querétaro. Este artículo analiza la viabilidad de desarrollar un  parque lineal en la zona del Centro Histórico de la ciudad, con el objetivo de fomentar la movilidad urbana sostenible y mejorar la calidad de vida de sus habitantes. La metodología
empleada combina un enfoque mixto: observación directa para analizar el flujo actual de peatones, ciclistas y vehículos, y encuestas a usuarios potenciales para evaluar la aceptación de la propuesta.
Los resultados indican que el parque lineal contribuiría significativamente al traslado de los usuarios, facilitaría la movilidad universal y sostenible, reduciría el tráfico vehicular, incrementaría las áreas verdes y fomentaría la relación entre cultura y naturaleza. Además, se proyecta un impacto positivo en la salud mental de las personas y una alta concurrencia
debido al flujo actual de usuarios en la zona. Sin embargo, también se identifican riesgos como la gentrificación, que podrían mitigarse mediante políticas públicas enfocadas en proteger a los residentes actuales.
Concluimos que el proyecto representa una oportunidad para crear un espacio accesible, inclusivo y ambientalmente amigable, reforzando el atractivo histórico de Querétaro y promoviendo un desarrollo urbano más sostenible.

In recent years, the paradigm shift towards sustainable mobility in transportation planning has led to an acceleration in scientific studies aimed at improving the performance of sustainable urban transport modes. The aim is to increase sustainability performance by facilitating the transition between sustainable modes within sustainable mobility systems. The concept of intermodality is key to overcoming the origin and destination transport problem (the first and last mile problem) in public transport. Shared bicycle systems, which support rail public transport, are a tool that can increase the performance of sustainable urban mobility as an intermodal travel model, overcoming the first and last mile problem. Well-planned shared bicycle systems that are well-integrated with rail systems increase the success of rail systems in cities and enhance their sustainability impact. This paper aims to present literature on the integration of shared bicycle stations into rail systems, evaluate the level of integration of urban rail systems with shared bicycle systems in Turkey and provide recommendations for transport policies to increase the sustainability impact of rail systems. Additionally, measuring the spatial accessibility of shared bicycle stations within a pedestrian access distance of rail system stations using the isochron mapping method provides a suggestion that can be used elsewhere in the world to measure the level of intermodality between rail systems and shared bicycle systems.

The popularity of urban micromobility has steadily grown in cities worldwide. There is a lack of comparative studies investigating factors influencing the travel behavior of shared micromobility in Europe. From this, we investigate shared bicycle, e-scooter, and e-moped usage in Berlin based on trip data from September 2019 to March 2022. We incorporate a comprehensive set of spatial, temporal, weather-, fleet size-, and COVID-19-lockdown-related factors. To account for significant over-dispersion in our hourly resolved panel dataset for 542 traffic analysis zones, we employ a functional spatiotemporal regression model to estimate variables of trip counts for the three micromobility modes. Our descriptive results reveal spatiotemporal characteristics of shared bicycle, e-scooter, and e-moped usage and significant growth of operating fleet sizes in Berlin in recent years. We provide evidence that fleet expansion does not lead to a proportional increase in trips, implying competitive effects among operators limit potential growth. As urban space is scarce and regulations on fleet sizes are lacking, urban planners and service providers use these findings and complementary studies to plan fleets and their allocation optimally. Impacts associated with land use vary between modes and allow for demand-based planning. Precipitation is the most impactful factor among the weather variables and shows a pronounced adverse effect on all three modes. COVID-19-lockdown phases had no significant effect on e-mopeds. While bicycles were moderately affected, e-scooter trips decreased significantly. The findings can help policymakers and micromobility operators further optimize sharing mobility services and facilitate evidence-based strategies for the spatial and temporal design of micromobility.

The aim of this document is to promote the use of bicycles and to demonstrate to society the existence of better and more efficient modes of transport rather than cars. This research is focused on the population of foreign undergraduates that study in the Ciudad Universitaria (CU-University City) of the UANL, due to the easiness to examine this type of population, although the benefit is reachable for any person interested in going to the University in bicycle. To determine the cyclist routes (bike-routes), surveys were applied to foreign students from the eleven Faculties that exist in the CU of the UANL. Moreover, this study is inspired in the Conecta UANL project (Connect UANL), which intends to provide the necessary infrastructure for the sustainable mobility within the main Campus of the UANL. However, if Conecta UANL had an offer of infrastructure networks in the vicinity of the Campus, the preference for this mode of transport would increase in a safe manner, promoting almost door-to-door mobility. Furthermore, coincidentally, the mobility in bicycles is being promoted in many parts of the world as a healthy and safe choice to reduce the COVID infections caused by the displacement of people.

Congestion pricing is seen as an effective policy to address network congestion. In such policies where money, people and authorities are involved, the success generally depends upon two factors: equity (being fair) and acceptability (to both people and authorities). The primary concern is the equity, for which "tradable credit scheme (TCS)" has been introduced and extensively studied in the literature. Nevertheless, due to the complexity of the trading schemes, the TCS has yet to find any foot in the real world. To this end, a novel idea of rewarding has substituted the trading component to be known as toll-and-subsidy scheme (TSS). The idea is to charge the drivers on some roads (toll) while rewarding them to use other alternative -and perhaps underutilized-roads (subsidy). The research of the TSS is in its infancy stage. The problem to be tackled in this study is as follows: given a set of roads constituting a cordon line around the CBD or a screen line, how much toll or subsidy should be assigned to each road? The problem is first transformed into a capacitated traffic assignment problem (CTAP). In order to solve the CTAP, we employ a new algorithm based on augmenting the travel time of roads links up to the level at which the traffic volumes do not exceed the target/capacity volumes. In order to demonstrate the practicality of the methodology, the method is coded in a leading commercial transportation planning software and is applied to a real dataset from the city of Winnipeg, Canada. We then discuss policy related applications of the toll and subsidy scheme.

The problem of adjusting freight demand matrices to observed flows for multimodal, multicommodity transportation planning is addressed. A model is introduced, and an algorithm is described to solve the corresponding bilevel optimization problem. The algorithm is efficiently implemented by using strategic transportation analysis, an interactivegraphic transportation planning package designed for national and regional strategic analysis and planning of multimode, multiproduct freight transportation. Data from an actual application are used to characterize the performance of the proposed methodology. In conclusion, a number of generalizations and promising developments are presented.

It is necessary to analyze pedestrian behavior at crossings to improve their safety and mobility. Midblock pedestrian crossings are structures that facilitate the mobility of pedestrians, safeguarding them from vehicular traffic; however, illegal crossing by pedestrians is an everyday occurrence and represents a risk to their safety. The purpose of this study is to evaluate the relationship between different human and road factors and the decision to illegally cross signalized mid-block crossings. Several human factors such as age, gender, waiting time in traffic light, use of the pushbutton and individual or group crossing, as well as road characteristics such as the length of traffic light phase, length of crossing, and vehicular volume were analyzed. To collect information about these variables, this study recorded a one-hour video in six selected crosswalks within the Montes de Oca County in Costa Rica. A total of 1,707 crossings were recorded, 10.6 % of which corresponded to instances of illegal crossing. After applying a logit model, this research found out that traffic volume, pedestrian red-light time, waiting time, vehicle illegal crossing and group crossings reduced the probability of violations by pedestrians. On the other hand, minimum traffic light time and crossing length increased the possibility of pedestrian illegal crossings. This study concluded that the traffic

It is necessary to analyze pedestrian behavior at crossings to improve their safety and mobility. Midblock pedestrian crossings are structures that facilitate the mobility of pedestrians, safeguarding them from vehicular traffic; however, illegal crossing by pedestrians is an everyday occurrence and represents a risk to their safety. The purpose of this study is to evaluate the relationship between different human and road factors and the decision to illegally cross signalized mid-block crossings. Several human factors such as age, gender, waiting time in traffic light, use of the pushbutton and individual or group crossing, as well as road characteristics such as the length of traffic light phase, length of crossing, and vehicular volume were analyzed. To collect information about these variables, this study recorded a one-hour video in six selected crosswalks within the Montes de Oca County in Costa Rica. A total of 1,707 crossings were recorded, 10.6 % of which corresponded to instances of illegal crossing. After applying a logit model, this research found out that traffic volume, pedestrian red-light time, waiting time, vehicle illegal crossing and group crossings reduced the probability of violations by pedestrians. On the other hand, minimum traffic light time and crossing length increased the possibility of pedestrian illegal crossings. This study concluded that the traffic

Rosnąca mobilność ludności i wysoki stopień wykorzystania transportu indywidualnego w podróżach przyczyniają się niejednokrotnie do eskalacji problemów związanych m.in. z zanieczyszczeniem powietrza. Negatywne skutki działalności transportowej zmuszają władze samorządowe do poszukiwania rozwiązań służących zrównoważonemu rozwojowi transportu. Jednym ze słusznych kierunków, jaki obrały władze samorządowe Małopolski, jest rozwój połączeń kolejowych. Utworzono tzw. System Kolei Aglomeracyjnej obejmujący swoim zasięgiem zwłaszcza północną część województwa i jego stolicę. Dla zwiększenia dostępności systemu wprowadzono szereg rozwiązań sprzyjających podróżom zintegrowanym. W artykule przedstawiono jedno z takich rozwiązań, jakim są autobusowe linie dowozowe obsługujące stację kolejową Wieliczka Rynek Kopalnia linii kolejowej SKA 1. Scharakteryzowane zostały poszczególne składowe oferty przewozowej zachęcające do korzystania z podróży łączonej autobus+pociąg oraz przedstawiony został stopień wykorzystania tych linii w obsłudze linii kolejowej, jak również samego miasta Wieliczka. Słowa kluczowe: transport publiczny, autobusowe linie dowozowe, integracja systemów transportowych, kolej aglomeracyjna. Docelowo system ma obejmować cały węzeł kolejowy Krakowa (aktualnie w trakcie modernizacji). Rys. 1. Zasięg systemu Szybkiej Kolei Aglomeracyjnej (SKA) w aglomeracji krakowskiej Źródło: munikacji/publiczny-transport-zbiorowy (dostęp: 08.03.2018

and guidance throughout this journey. Even within her busy schedule she had always found time to answer my questions and discuss my confusions, as well as to educate me in statistical modelling. From her I have learned to be positively critical and to be devoted to learning forever -a lot of who I am as a researcher today has been shaped by the time I was lucky enough to spend with her. I also want to thank my committee members Dr. Bistra Dilkina, Dr. Jorge Laval and Dr. Chris LeDantec for their active interest in my research and progress. Their constructive suggestions, advice and guidance have contributed significantly in shaping my research goals and ideas over these four years. I would like to take this opportunity to thank Dr. Norman Garrick from University of Connecticut for inspiring my interest in transportation and for being a great mentor and support throughout my graduate studies. I would also like to thank Dr. Dipanjan Basu, my MS thesis advisor, for his kind support and guidance during the formative years of my graduate careerwithout his help this journey could be much more challenging.

This study investigates the factors influencing university students' preferences for micro-mobility solutions, with a specific focus on conventional bicycles and electric bikes (e-bikes) in developing country context. Despite global efforts to promote cycling, micro-mobility adoption remains low in regions like Palestine due to safety concerns, economic barriers, and lack of infrastructure. To address this gap, we employ machine learning techniques, Random Forest and k-means clustering, to analyze survey data from 1,061 students at An-Najah National University. The analysis highlighted the role of factors such as gender, car ownership, daily transport mode in shaping preferences, safety perceptions, and willingness to adopt micro-mobility options. The Random Forest model provided insights into the most influential variables, while the clustering analysis segmented individuals into distinct groups, allowing for a more tailored understanding of micro-mobility behavior. The results showed that the daily transport mode is the most significant factor affecting safety perceptions and preference. Gender and car ownership also emerged as important factors, influencing willingness to adopt micro-mobility and preferences between bicycles and e-bikes. Sensitivity analysis was employed to evaluate the robustness of the models by measuring the impact of small changes in key variables on predictions. The models were evaluated using accuracy, feature importance, and sensitivity analysis. Random Forest achieved an accuracy of 78.3% in predicting preferences, highlighting daily mode choice as the most influential variable. The results offer practical insights for policymakers and urban planners, particularly in developing countries like Palestine, where economic and infrastructural challenges affect the adoption of micro-mobility solutions.

O aglomerado metropolitano de Maringá, Sarandi e Paiçandu tem sua formação sócio-espacial efetivada a partir de um empreendimento imobiliário, cuja venda de terras e, posteriormente, da cidade polo, foi o mote desde sua gênese. Sob a lógica do empreendedorismo urbano, há indícios evidentes de que foram utilizadas estratégias que a partir de 1980 puderam ser identificadas como pertencentes ao marketing urbano no sentido da idealização de uma imagem de cidade competitiva com outras. Esta lógica foi utilizada ao longo das décadas, com a participação de agentes privados hegemônicos no enaltecimento de um planejamento urbano voltado para os interesses do empresariado local, fortemente
imbricado no setor público. Na mobilidade urbana essa influência não foi diferente, sobretudo com relação à bicicleta. A ciclovia da Avenida Brasil, importante marco para a implantação de outras infraestruturas cicloviárias pela cidade de Maringá, só foi possível através de um embate entre agentes hegemônicos e os atores sociais representados pelos cicloativistas. A elite de Maringá não abraçou a ideia dos transportes ativos, a não ser a partir do momento em que a cidade apareceu no ranking que posicionava uma de suas ciclovias no cenário competitivo de cidades. No entanto, a imagem que estas estruturas trazem são pensadas
somente no sentido de manter a alegoria de uma cidade moderna, que não contempla os trabalhadores da periferia e das cidades vizinhas que mais utilizam a bicicleta como meio de transporte, ao passo que vende a imagem de cidade verde e sustentável. A integração modal, também utilizada como forma de incentivar os transportes ativos e coletivos, está presente na cidade polo de forma tímida e não planejada, enquanto a divisão modal continua apontando para a utilização do veículo automotor individual como principal meio de transporte na região. O presente trabalho teve como objetivo analisar a relação da mobilidade e o papel
socioeconômico da bicicleta com a produção e organização dos municípios na área conurbada de Maringá, Sarandi e Paiçandu, a fim de identificar as contradições entre as demandas de deslocamento da classe trabalhadora e as políticas e infraestruturas cicloviárias voltadas para
o marketing urbano e às classes de maior renda. Neste sentido, foi possível comprovar a tese de que a área conurbada, que tem como polo principal a cidade de Maringá, concebida pela lógica da cidade-mercadoria, obedece à influência de agentes hegemônicos locais e externos, os quais não incorporaram a ideia dos transportes ativos e integrados ao sistema público coletivo enquanto relevantes para a produção e reprodução do capital, a não ser no sentido de fomentar uma “modernidade conservadora” que visa o marketing urbano e a venda de uma imagem de cidade supostamente sustentável.

This study proposes bicycle level of service (BLOS) models for the urban road links and signalized intersection approaches operating under heterogeneous traffic flow conditions prevailing in developing countries. Extensive data collection was carried out through field investigations, videography techniques, and perception surveys to inspect which parameters primarily affect the quality of bicycling in the mentioned facilities. As many as 74 road links and 70 intersection approaches of nine different Indian cities were included in the study locations. In addition, the perceived satisfaction ratings of 22,320 on-site bicyclists (i.e., 155 bicyclists from each site) were included in the database. These ratings ranged from 1 to 6 (excellent–worst bicycling conditions), and were used as the array of dependent variable in the model development process. Separate BLOS models were developed for road links and bicycle through movement at signalized intersections through the application of a n...

Urban renewal is undertaken to respond to physical deterioration within cities to improve the quality of urban life. Urban renewal in Africa is undertaken in once colonial societies with their existing spatial built forms undergoing changes in post-colonial times. This paper aimed to explore and document the various projects undertaken in Kisumu City's urban renewal in Kenya with emphasis on preservation of urban landscape identity. The main aim of the various projects was to improve the urban infrastructure, public facilities and spatial planning and carry out slum upgrading in addition to modernisation of public policies to improve public service delivery through effective city management. Consequently, several urban renewal projects were implemented in Kisumu City from 2019 to 2022. The research was done as a case study analysis of Kisumu City, Kenya, which has been undergoing the upgrading of various urban forms and spaces. Data capturing was based on mixed methods, including archival records, mapping, photographic documentation, and semi-structured interviews. This paper sets out the categories of ongoing and completed projects and describes them in terms of project locations, type of project, what components it entailed. Data collection was through desk review on urban renewal and review of City of Kisumu documents, interviews and field investigations. The interviews were carried out with purposively selected officials from Kisumu County including the City Planning Department, Environment Department, Kisumu Urban Project. The findings revealed the projects included non-motorised transport (NMT) within the CBD that comprises the improvement of pedestrian walkways, parking spaces, construction of new markets, bus parks, rehabilitation of public parks, beautification of roundabouts, road islands and proposed new high-rise affordable housing.

In urban contexts, memory and place are inseparable
and important for identity formation. The
individual and collective memories of city residents
link their identity with place identity. Special features
in the landscape and urban fabric help residents
differentiate between, and connect with the city’s
identity. The use of collective memory to identify and
retain urban identity during urban renewal projects,
however, receives less attention than functional and
economic investment considerations. This article
investigates the importance of urban landscape
identity during urban renewal. It postulates that a
city’s individual and collective memory is important
in maintaining its uniqueness in terms of urban
landscape identity, but requires economic investment
to maintain basic physical comfort and access. A
qualitative research approach with photo-elicitation
interviews (PEI) was used to investigate the features
that activated the memory of the participants and
that were important in contributing to the image
of Kisumu City, Kenya. There were ongoing and
completed urban renewal projects within Kisumu City at the time of the study, which made it a good case study for postcolonial Africa.
Twelve residents (as PEI participants), four officials from the County Government,
and four professionals were interviewed as key informants. A field investigation was
carried out through mapping and photography in addition to an archival review. The
study reveals that the old railway station, the port, and the market featured strongly in
collective memory as part of historical trade development. Despite the important role
of civic and administrative buildings from the colonial era in the formation of memory,
place, and identity, there was also a positive response from residents to the ‘new look’
of the city. The physical upgrade, decongestion and cleaning of the city, its streets
and parks as public spaces resulted in greater safety and public use, which was well
appreciated from an investment point of view. The study emphasizes the importance of
identifying, considering, and retaining the elements that support memory and identity
during urban renewal projects as equal in importance to economic development and
functionality when considering long-term sustainability.

In urban contexts, memory and place are inseparable and important for identity formation. The individual and collective memories of city residents link their identity with place identity. Special features in the landscape and urban fabric help residents differentiate between, and connect with the city's identity. The use of collective memory to identify and retain urban identity during urban renewal projects, however, receives less attention than functional and economic investment considerations. This article investigates the importance of urban landscape identity during urban renewal. It postulates that a city's individual and collective memory is important in maintaining its uniqueness in terms of urban landscape identity, but requires economic investment to maintain basic physical comfort and access. A qualitative research approach with photo-elicitation interviews (PEI) was used to investigate the features that activated the memory of the participants and that were important in contributing to the image of Kisumu City, Kenya. There were ongoing and completed urban renewal projects within Kisumu

Fremont is a predominantly suburban city in the southeast Bay Area of California. In the orbit of Silicon Valley, and already the home of Tesla, the City is developing the Innovation District, a unique high tech-focused mixed-use urban center, served by a recently-opened Bay Area Rapid Transit (BART) station. The District is poised to be the Bay Area's premier exemplar of visionary, livable, and sustainable transit-oriented development.

Fremont began as a constellation of five traditional small towns, each with its own unique characteristics. The City underwent explosive growth following World War II, as rural lands between the towns filled-in with low-density residential and commercial/industrial development. Yet, all the while, the original towns have provided a welcome counterpoint, evolving into desirable, walkable urban centers that support the suburbia around them. The Innovation District plants this history squarely in the 21st Century as Fremont's newest, most exciting urban center.

With support from key City staff, the author presents the story behind the District’s initiation, planning, design, and development, tracing Fremont’s vision through the perspectives of planning, landscape architecture, urban design, and engineering. The paper then explores “Area 4”―the District’s “downtown”―a walkable realm of complete streets, paseos, parks, and squares. The paper concludes with a focused look at “Warm Springs Plaza”—Area 4’s central public commons—and, finally, at a striking, iconic bridge (designed conceptually by the author) that connects the Plaza to BART and beyond.

The paper discusses the relationship between the syntax of street networks and the differentiation of the size of urban blocks in a sample of small towns and settlements. The argument is in four parts. In the first part it is demonstrated, through design games, that the differentiation of streets by integration is linked to the differentiation of blocks by size. In the second part, it is shown that in a small sample of towns in the Provence, small blocks are not associated with more integrated streets but are distributed throughout the street network. The demonstration is based on an original method for studying the block size in relation to street integration. In the third part, the historic evolution of these particular towns is shown to involve the rationalisation of their integration core: integrated streets become better aligned and wider, and reach more directly into all parts of the town. However, the historic relationship between integration and block size is also based on m...

The opportunities for improved efficiency in the design and redesign of parking facilities appear certain to increase as the percentage of small cars increases. Our abilities to take advantage of these opportunities will vary by section of the country and type of parking facility in question. There is still considerable room for additional thought and effort in the classification of vehicles by size. The list referred to in this discussion of parking opportunities includes 1339 vehicles manufactured as 1976-1981 models, but it may not be comprehensive enough for many purposes. With the wide range of existing dimensions and layouts of parking areas, criteria for redesign are difficult to recommend without detailed analysis of the special parking facility in question. However, by using a two-group classification of vehicles, a recommendation was made for small-car stall dimensions to be 16.5 ft long x 8.0 ft wide for 90-degree parking. Alternatives for the design of a new facility are to accommodate the present population of cars or to give more consideration to the inevitable increases in the number of small cars. A safe excess of large stalls is required because some small cars can be expected to park in large stalls, but large cars cannot park in reduced stalls. In addition, it is crucial that reduced stalls be located in a prime spot so that they will never be the last spaces to be filled. Of the several types of parking facilities, those that have the greatest potential for redesign to ac-Transportation Research Record 845 commodate small cars have rigid control over users. Included in this group are employee parking areas provided by employers and a variety of special-use parking areas. Many college and university campuses are particularly well-suited to small-car parking because of their high percentages of small cars, intense parking demand, and strict control over users. REFERENCES 1 . R,F, Roti.

The floor field model, which is a cellular automaton model for studying evacuation dynamics, is investigated and extended. A method for calculating the static floor field, which describes the shortest distance to an exit door, in an arbitrary geometry of rooms is presented. The wall potential and contraction effect at a wide exit are also proposed in order to obtain realistic behavior near corners and bottlenecks. These extensions are important for evacuation simulations, especially in the case of panics.

The floor field model, which is a cellular automaton model for studying evacuation dynamics, is investigated and extended. A method for calculating the static floor field, which describes the shortest distance to an exit door, in an arbitrary geometry of rooms is presented. The wall potential and contraction effect at a wide exit are also proposed in order to obtain realistic behavior near corners and bottlenecks. These extensions are important for evacuation simulations, especially in the case of panics.

Rapid urbanization and informal urban development sweeping across African cities underscore a complex yet inadequately explored link between urban form and mode choice. Extensively studied in Western urban settings, these dynamics when applied to African cities remain a relatively unexplored realm, necessitating an extensive empirical review. This paper explores how various aspects of urban form correlate with mode choices in African urban contexts. A systematic review approach was used to filter journal papers published between 2000 and 2023 in Africa. The application of the (filtering) methodology identified 22 studies from the African region as most suitable for review. The review reveals that high-density and mixed-use areas in African cities significantly promote non-motorized transport and public transit. Infrastructure development and improved connectivity further enhance these sustainable modes. Socioeconomic factors, governance policies, and cultural norms also play pivotal roles in shaping mode choices and urban mobility patterns. However, high-density cities like Abuja and Nairobi face unique challenges such as overcrowding in public transport and walking facilities. Sprawling cities like Lagos and Johannesburg struggle with inadequate public transport infrastructure, leading to a heavy reliance on private cars. Connectivity is crucial for supporting nonmotorized and public transport, particularly for lower-income groups who rely more on these modes and para-transit services than higher-income groups. The findings highlight the need for tailored urban planning strategies to address these challenges and harness existing opportunities, promoting more sustainable, inclusive, and efficient urban transportation systems in African cities. Moreover, this study discloses existing research gaps that warrant further exploration.