Urban Transport

Social Networking sites has become an integral part of communication; through which people stay in touch, keep themselves aware of new developments and connect with the world around them. IT professionals observed this pattern of behavior in regards to the usage of social Networking sites as tools among employers and inculcated innovativeness in the process. As a result social Networking sites got introduced into the world of IT Sector and other inter disciplines. Such practices of social Networking Sites applications were captured and categorized them under various functions performed in IT Sector. With the world in the midst of a social networking, it is more important that social networking sites like Facebook, twitter, orkut, MySpace, Skype etc., are used comprehensively for the purpose of communication. One of the most important advantages of the use of social networking sites is to share knowledge and information among the different groups of people. This manner of sharing inf...

The use of different modes of private passenger vehicles (PPVs) such as, yellow cab, black cab, CNC auto ricksha, etc. are very essential for the dwellers of Dhaka city. These private vehicles are running the streets of the City for over last five years. City dwellers have no other way out, as the vehicles in government sector are extremely inadequate. Thus, the question of passengers' satisfaction often receives least attention to the concerned person. However, if the situations are improved, these vehicles will make important contribution to the economy and will reduce time of the passengers wasted by the commuters in traffic congestion. The deteriorated situation can be improved by addressing the quality attributes of the vehicles, drivers and monitoring systems. Hence, this study attempts to identify the quality attributes of PPVs, which are very much concerned with the satisfaction of the passengers. Sophisticated statistical techniques like factor analysis and multiple regressions were used to identify the key quality attributes. Results show that there are six quality factors such as vehicle quality, driving quality, comfort, friendliness, complain-handling, and monitoring concerned with the satisfaction level. It also shows that the passengers' satisfactions a re significantly related to the quality of the vehicles and the drivers, friendliness of the driver, complain-handling, and monitoring of the vehicles. The positive change of these factors can increase the level of satisfaction of the passengers commuting in Dhaka City.

This article presents a local control approach to linear platoons, systems of vehicles that displace together adopting a train configuration without any material coupling. Linear platoon technology is considered as a potential base for the definition of new urban transportation services. The main problems related to platoon systems is the geometry control: control of inter-vehicle distance and common trajectory matching. The geometry control problem is generally treated according to one of two approaches: global or local. This paper focuses on a local approach which does not require sophisticated sensors and/or costly road equipment. The objective of this local control approach allows satisfactory distance regulation and matching to any common trajectory, by using local perception capabilities of platoon's vehicles. The basic perception capability consists in measuring the vectorial distance between a given vehicle and its predecessor. The behavior of each platoon vehicle is determined by a physics inspired interaction model based on a virtual spring-damper. Stability and other platoon safety properties are analyzed on the base of the physics inspired interaction model. Both simulation and experimentation have been used to measure trajectory error and to evaluate inter-vehicle distance during platoon evolution.

United States and Brisbane in Australia have been addressed (City of Johannesburg, 2006. In Johannesburg, public transport modes operate independently, with no system integration benefits . Public transport will be fully unlocked only if the excellent elements of public transport (for example, land-use planning, transport planning, urban design, communication and marketing) are combined into one public transport experience; pockets of excellence are not enough. If even one of these elements is underdeveloped, the public transport system will be unable to meet the demands of commuters. For example, the existence of a bus service alone will not give a potential user enough reason to use it . Public transport is likely to provide a better service, and thus a better opportunity for users, in cities that are well designed, for example, and have a diversity of land uses at appropriate densities. However, in South Africa, the urban environment around public transport interchanges is mostly poor, which creates an experience that is unsatisfying to current users and prohibitive to potential new users. Changing the urban fabric in support of a public transport lifestyle is a long-term process and requires conviction and strong leadership to drive transformation ). However, this would require more than merely a technical solution and only a full package of interventions would provide the optimal environment in which a public transportorientated lifestyle would be the norm rather than the exception . Communication and marketing are essential in creating a positive public-transport lifestyle. Marketing and information campaigns can increase awareness, change community perceptions and highlight advantages of a specific service. In fact, the lack of profile is one of the reasons public transport users aspire to own a private car and most public transport users are held captive by the fact they do not have access to a car. Of those individuals who do have access to cars, the vast majority use their cars instead of public transport. Most public transport trips are reliant on the non-subsidised minibus taxi services which account for approximately 70% of all public transport trips . However this mode of public transport has not been effectively integrated into the BRT, resulting in dissatisfaction on the part of the minibus taxi industry. Travel times are too high across all public transport modes, thus indicating low speeds and overly long distances .

El texto es un extracto del capítulo titulado "Regulando la guerra del centavo: El oficio de la calibración de rutas en el transporte público de Bogotá", escrito por Nicolás Pinzón-Harker y Yuri Jack Gómez-Morales en 2023. Este estudio sociológico y antropológico se centra en describir el oficio informal de la calibración de rutas en el sistema de transporte público de Bogotá, analizando sus aspectos sociotécnicos, socioculturales y socioeconómicos. Los autores presentan evidencia empírica basada en entrevistas y observación etnográfica para entender cómo esta práctica, considerada una actividad innovadora, surge como respuesta a la "guerra del centavo" generada por la desregulación del transporte y cómo media el comportamiento vial de los conductores. El análisis examina la creación de los "puntos de calibraje" y el "dispositivo de calibraje", destacando la integración del teléfono celular como una innovación tecnológica que permitió un calibraje más efectivo. Finalmente, el trabajo busca replantear la informalidad no como un problema, sino como una salida creativa y una construcción de orden social desde la base para quienes el desarrollo económico ha excluido.

Waste management is one of crucial problems in developed living areas. It is also an area of problems and threats for normal functioning. Therefore this is an object of interest of lots of specialist including logisticians. Improving waste management is not only projecting flows but also using mathematical methods of optimization of elements of these flows.

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

Izbira stanovanjske lokacije v državah v razvoju in njena povezava z mestnim prevozom sta slabo raziskani in ne povsem dobro razumljeni, vrzel v poznavanju razmer pa je še večja v primeru malih mest v teh državah. Avtorji v članku proučujejo pakistansko mesto Hafizabad, pri čemer je njihov cilj zagotoviti podatke za prihodnje kvantitativne analize, ki bodo zajele izbire stanovanjskih lokacij v malih mestih na indijski podcelini. Avtorji so anketirali 365 prebivalcev štirih sosesk v mestu, v katerih živi skupno 19.042 ljudi. Anketi se je odzvalo 1,92 % posameznikov in 12,65 % gospodinjstev, pri čemer je bila stopnja zaupanja pri odgovorih prvih ±5,08 %, pri drugih pa ±4,79 %. Izsledki kažejo, da sta razpoložljivost komunalne infrastrukture ali storitev ter dostopna cena najpomembnejša dejavnika, ki vplivata na odločitve prebivalcev, da se preselijo. Takoj za njima so dejavniki, povezani s prevozom, dostopnostjo in družbenimi vprašanji, kot je bližina službe in sorodnikov. Vloga prevo...

Studies comparing and benchmarking cities on transport and planning have been undertaken for decades. The unique methodology in this paper is explained and then applied to the Greater Manchester (GM) and Leicester (LM) metropolitan areas in the UK. The data cover land use, wealth, transport infrastructure, mobility patterns, energy use and selected externalities. The paper asks: How do the Greater Manchester and Leicester Metropolitan Areas compare with each other and to a sample of global cities in the sustainability of their urban passenger transport systems, what are the key factors that underpin their automobile dependence and what might be done to improve the prospects for public transport, walking and cycling? The answer is presented as standardised indicators comparing GM and LM to metropolitan areas in the USA, Canada, Australia, Europe and Asia (averages), as well as ten Swedish cities plus Freiburg-im-Breisgau, Germany. Both UK metropolitan areas rank poorly on most transport factors, especially public transport and cycling rates. They have uncharacteristically high car use and energy use compared to peer cities, especially since they have supportive urban densities and other factors that can underpin much less automobile dependence. Fundamental issues are raised about GM and LM and how to improve their transport sustainability. Policy implications with eleven recommendations are provided.

This study pioneers the application of Gender Equality, Disability, and Social Inclusion (GEDSI) analysis in a metropolitan context, focusing on transportation behaviours and preferences across genders and vulnerable groups in the Kedungsepur Metropolitan Area (KMA). Through a comprehensive mobility survey involving 6,113 participants, including the elderly, children, low-income groups, and individuals with disabilities, this study investigated the key determinants of public transport use and infrastructure performance. Using descriptive statistics and a logit model, the study reveals significant gender differences in travel behaviour, with women being more likely to use public transport due to safety concerns and their multifaceted roles, while men predominantly rely on private vehicles. Income levels also shape transportation choices, with higher-income individuals favouring private car use. Safety perceptions, particularly among women, have emerged as critical factors influencing public transport decisions. Furthermore, the analysis highlights infrastructure gaps, such as inadequate bike lanes and handicap parking, which deter vulnerable populations from using public transport. By illustrating how demographic factors, such as gender, age, education, safety perceptions, and access to private vehicles interact to shape public transport use and infrastructure performance, this study provides actionable insights for policymakers. The findings emphasise the importance of targeted interventions to enhance public transport infrastructure and safety, fostering inclusive and sustainable urban mobility.

The efficiencies of urban transport systems in several cities are drastically affected due to difficulties imposed by rapid urbanization and the proliferation of private modes of transport. The conventional four-stage travel demand modeling approach provides an ideal platform to formulate strategies to rectify problems in urban transport. Trip generation is the first stage in this exercise (where trip production and trip attractions are modelled), followed by trip distribution in the second stage. The present work related to the development of models for trip generation and trip distribution necessitated the use of census data related to the number of households in each zone since the available revealed preference (RP) data compiled based on household interview surveys was partially incorrect. A review of the literature indicated that studies on the use of sparsely available and partially inaccurate data such as revealed preference and zone-specific secondary data on trip generation and trip distribution were limited. In the present study, the use of the initial trip generation regression models developed based on existing household survey data resulted in prediction errors ranging between 26% and 32%. Modeling efforts after applying corrections to zone-specific characteristics based on secondary data and the use of trip rate per household later resulted in prediction errors of less than ±5%. In the latter phase of work related to trip distribution modeling, a log-linear regression model was developed based on a smaller refined set of the revealed preference data obtained by eliminating erroneous data in a stage-wise manner. The use of the calibrated and validated model ensured that the errors in predicted trip frequencies were less than 0.6%. Here, the information on the inter-zonal aerial distances that formed part of the trip distribution model was obtained using GIS approaches that employed the moment area method, which considered the intensity of land use at the sub-zone level. The combined strategy incorporates the use of GIS-based approaches to determine inter-zonal aerial distances, and the use of the refined relationship between trip interchanges and the inter-zonal aerial distances in the development of a reliable log-linear regression model for trip distribution contributed towards attaining higher accuracies in travel demand estimation. The modeling approaches described herein do not rely on the use of sophisticated technology, and time-consuming data processing. The study will provide the basic framework for transport planners to formulate better strategies for travel demand modeling where available data is noisy and less reliable.

espanolLa investigacion, cuyo resultado fue considerado para sustentar la escritura de este articulo cientifico se dirigio a la implementacion de un sistema de acciones encaminadas a mejorar la calidad del servicio brindado a grupos de personas vulnerables, por parte de la transportacion urbana, para su desarrollo fueron utilizados metodos del nivel teorico y empiricos de la investigacion cientifica, asi como metodos matematicos y estadisticos. La actividad investigativa programada se desarrollo en dos momentos, el primero presento un acentuado enfoque exploratorio, lograndose diagnosticar las condiciones existentes en la ciudad estudiada para la transportacion urbana y su incidencia en el servicio brindado a grupos vulnerables, al segundomomentose le proporciono una orientacion experimental, ya que sirvio de base a la aplicacion del sistema de acciones.En la investigacion, cuyo principal resultado seexhibe en esta obra cientifica, se alcanzaron resultados, que tienden a modificar, ...

This article focuses on violence(s) in traffic space as a gendered problem. It draws upon qualitative online studies and interviews with cyclists about their experiences of motorists' violent practices, including cyclists' negotiations of anti-cyclist discourses and their coping strategies. It is argued that automobility makes it possible for certain men to perform their 'right to the road,' including gender-identity-shaping practices, and that this has the negative effect of violating cyclists' bodily integrity. It follows that a shift from cars to more sustainable mobilities also demands related shifts in masculinities and men's practices in the context of transport and traffic.

Mes plus sincères remerciements vont à mon directeur de recherche, M. Jean Michel DELEUIL pour son soutien dès que j'étais étudiante au Vietnam, sa disponibilité pendant les années doctorales, sa patience malgré toutes mes bêtises, ses encouragements, ses préoccupations et surtout ses directives au long de mon travail. Il m'a donné toutes les conditions nécessaires, et en effet sa contribution est indispensable pour que je puisse finir cette thèse. Je tiens à envoyer également mes remerciements à toutes les personnes qui ont contribué à la réalisation de ce travail et en particulier: Jean Michel CUSSET, ancien directeur de recherche au CNRS-LET à Lyon, qui a fait beaucoup de recherches sur le transport urbain dans les villes vietnamiennes, qui m'a aidé beaucoup sur la documentation, la rédaction, les opinions utiles pour ma recherche avec toute sa volonté, son enthousiasme et sa chaleur. M. Jean Yves Toussaint, le directeur du laboratoire, Mme Zimmermann, Sophie Vareilles et les membres d'ITUS pour les échanges autour de la méthode de recherche et d'enquête, et de mon travail; Françoise et Isabelle, les deux aimables secrétaires de l'équipe pour leur soutien et l'assistance administrative. M. Nguyen Hong Tien au Ministère de la Construction qui m'a donné les premiers conseils pour ce projet de recherche. Mme Vu Thi Vinh (le professeur de l'école d'architecture de Hanoi et le membre de VUPDA), M. Nguyen Hong Ke (CEPSD et VUPDA), M. Khuat Viet Hung (le vice directeur de l'institut d'aménagement et de gestion de transport, de l'université de transport et de communication à Hanoi), M. Nguyen Hoang Hai (le directeur du TRAMOC), M. Duong The Binh (TRAMOC), Mme Binh (l'institut d'aménagement et de gestion de transport, de l'université de transport et de communication à Hanoi) pour les échanges profonds sur le problème du transport et du report modal à Hanoi, pour les documents intéressants et les données nécessaires pour ma thèse. Les 5 étudiants de la 8ième promotion de PFIEV à l'ESGC:

In the last years, the interest for advanced video-based surveillance applications is more and more growing. This is especially true in the field of railway urban transport where video-based surveillance can be exploited to face many relevant security aspects (e.g. vandal acts, overcrowding situations, abandoned object detection, etc.). This paper 1 aims at investigating an open problem in the implementation of videobased surveillance systems for transport applications, i.e.: the implementation of reliable image understanding modules in order to recognize dangerous situations with reduced false alarm and misdetection rates. In this work, we considered the use of a neural network-based classifier for detecting vandal behaviors in metro stations. The achieved results show that the classifier choice mentioned above allows one to achieve very good performances also in presence of high scene complexity.

Collaborations have been the treated as the Holy Grail of sustainable solutions, regarded as a vehicle to either address social issues, transfer knowledge, legitimize institutions, and lately, to foster resilience in communities. Through exposing the complexities of collaborations in general, and the multidimensionality of resiliency and networks in particular, this paper argues that collaborations should not be taken as a panacea in the name of sustainable development. A theoretical framework linking the structural and relational dimensions of a collaboration network to the magnitude of change that it can absorb, capacity to self-organize, and ability to learn and adapt, produced six hypotheses depicting how the different facets of collaboration will have different implications on the ability of the social network to resiliently cope with a disturbance. The conceptual model shows that collaboration is a double-edge sword, wherein it's relational and structural dimensions can both foster and hinder resilience. An application to the base-of-the-pyramid (BoP) market is discussed and the paper concludes with implications for scholarship and practice.

In this report the authors develop a scenario for future developments in the transport sector and their implications for future demand. In developing a comprehensive mode-space-time coverage of the evolution of transport systems, the analysis indicates that present transport systems are approaching a number of limits: market saturation in leading countries and an increasing awareness of the social and environmental disbenefits associated with a further intensification in the use of present-day oil-based transport systems. The report describes an innovative scenario from a historical perspective, taking into account a number of institutional and physical constraints to significant future increases in the the car population and air travel demand at the global level.

Como reverter situações de baixa literacia mediática a partir do recurso aos próprios media? Essa é a questão de fundo dessa comunicação, resultado de investigação teórico-metodológica pós-doutoral realizada no CIES-IUL. O objetivo é de apresentar a metodologia desenvolvida a partir da reXlexão crı́tica de alguns referenciais da literacia mediática, incorporando a contribuição da pedagogia crı́tica de Paulo Freire. Tomando como fio condutor a ideia desse autor, para quem a clariXicação crı́tica para a realidade é um ato polı́tico, o texto se constitui na proposição de uma metodologia de intervenção pedagógica para a educação mediática.Conforme o Indicador de Analfabetismo Funcional (2018), no Brasil, existe pouca diferença de utilização do WhatsApp entre pessoas de distintos nı́veis de alfabetização: 92% de analfabetos funcionais enviam mensagens escritas, contra 99% de alfabetizados; 84% de analfabetos funcionais compartilham textos recebidos de outros usuários, contra 82% de alfabetizados que fazem o mesmo. Em Portugal, estudo de 2015 da Entidade Reguladora da Comunicação Social mostrou que 93% dos utilizadores de redes sociais e consumidores de notı́cias acedem a informação por meio de programas de TV ou serviços noticiosos; 65% declaram ler jornais impressos, 66% se informam via Facebook e 54% leem notı́cias em sı́tios ou aplicativos de jornais.Com base no pensamento freireano, os projetos de Literacia em Media e Informação devem se constituir em meios de empoderamento para o uso crı́tico das ferramentas disponı́veis nas redes sociais. A metodologia desenvolvida vem na esteira de prover o capital cultural mediático necessário
em ambientes pedagógicos fora da escola - tais como entidades não-governamentais, grupos comunitários e entidades sindicais -, para qualiXicar os indivı́duos para as práticas e consumos mediáticos, desenvolvendo neles as aptidões para a elaboração, a apreensão e a suspeição dos mais diversos conteúdos informativos e estéticos.A comunicação visa apresentar o plano de intervenção elaborado, os quadros de diagnóstico e os exercı́cios de reflexão que o constituem. Será discutida a estrutura teórico-metodológica de apoio a educadores em sua orientação aos educandos no caminho da investigação que os coloca no
centro do processo pedagógico de análise e criação de mensagens. A proposta prevê o empoderamento de educador e educando para que sejam aptos a atuar como fact checkers, ou seja, como verificadores de fatos através dos próprios media, identiXicando afirmações, localizando fatos e corrigindo informações.A educação mediática deve prover o conhecimento crı́tico e as ferramentas de análise que empoderem os indivı́duos em sua relação com os media, de modo a que atuem como cidadãos e façam uso informado dos meios e redes sociais. Nesse sentido, a proposta de intervenção é uma abordagem inovadora que visa conduzir uma reXlexão em direção a uma sociedade emancipatória.

This research examines the growth and obstacles faced by two-wheeler taxi services in Mon Town, Nagaland-an isolated, mountainous area where traditional public transportation is constrained by geography and infrastructure. Utilizing primary survey data gathered from 70 individuals (including 40 drivers and 30 passengers), the research explores income patterns and the operational dynamics of informal mobility systems. Through descriptive statistics and a multiple linear regression analysis, we discover that fuel costs and seasonal factors significantly affect daily earnings, while driving experience has a minimal effect. Visual analysis further corroborates these findings, demonstrating strong correlations between operational efforts, expenses, and income. As per the research, two

The efficiency of urban transportation is getting more and more important because of the increasing rate of mobility demand. To plan, control and organize urban transportation in the most efficient way, we also need to consider the aspects of land use. To handle both of the mentioned urban planning areas together, we shall develop models, which are able to pay attention to all of their restrictive factors in the most simple way. It is a possible solution to simulate the urban area through a linear programming model.

To effectuate a consistent methodology for urban planning taking into consideration the viewpoints of land use and transportation, we need to approach the subject and consider complex social and economical aspects. To handle both of the above mentioned urban planning areas, we shall develop models able to pay attention to all of their restrictive factors within temporal properties.

Marshrutka minibuses are in charge of providing daily transport services for millions of passengers in the post-Soviet space. In doing so, they shape the perception of public sphere and contribute to the production of community. In this sense, the interior design of marshrutka minibuses contribute to a number of publicly negotiated discourse formations on collective identity patterns, such as nationhood, memory culture, as well as folkloristic values. Drawing on empirical evidence from Kyrgyzstan and Russia, we try to deconstruct multiple layers of marshrutka signposts. In their heterogeneity and contrariness, the marshrutka semiotics unveil the minibuses as a place of encounter and conflict, where fluid social institutions are consistently calling for negotiation. Triggered by the question how cultural trajectories of identity are performed, we will choose a number of marshrutka messages like official licenses, advertisements or patriotic proverbs and analyse them in the local setting of application. The expected insight of this paper is twofold: firstly, we contextualise societal struggles, which are reproduced in everyday marshrutka encounter and secondly, we contribute to a better understanding of the mobility practice as such, pointing to general deficits in the broader marshrutka enterprise, read out from visualised statements in the social space of marshrutka.

This report provides an overview of travel surveys and the motivation for the research and development of the Global Positioning System Automated Travel Diary (GPS-ATD). The system requirements and specifications for the device development are presented and discussed. In addition, the detailed architecture, hardware, software, and user interface design are included. Vehicular and personal GPS-ATD systems were developed to support comprehensive traveler behavior studies. The GPS-ATD provides an intuitive user interface to capture trip activity information (trip purpose, travel mode, etc.), with minimal user input and burden during travel surveys. Each survey participant interacts with their own personal GPS-ATD, and information is automatically coordinated between personal and vehicular GPS-ATD units via ZigBee wireless. The system captures and logs data from the High-Sensitivity GPS (HSGPS) receiver, allowing subsequent identification of corridors, route lengths, and regional and in...

The present study investigates FEU Manila students' preferred mode of transport between ride-hailing apps and public transport. Adopting a qualitative method, questionnaires and interviews were used to gather data to identify the determinants for students' driving behavior while commuting. Based on findings, cost, convenience, reliability, and travel time are the greatest determinants in their decision. Most students view public transport to be convenient in terms of accessibility and affordability, while others apply ride-hailing apps for the sake of convenience, timely efficacy, and seeming safety, most importantly in case of emergencies or during rainy periods. The research further shows that access to ridehailing services has caused some of the students to move away from conventional public transportation, especially where they value comfort and time savings. Budget, however, is a controlling parameter for most of the students. The research is concluded with recommended improvements to the two modes of transport to optimize their response to the needs and wants of university commuters in Metro Manila.

The biggest city of Vietnam is Hochiminh city. Estimated population for the 2020 years will be 10 millions in Hochiminh City. Nowadays, problems in urban transportation are congestion in the peak hours, smoke and air pollutants, traffic accident... In the next years, the public transport is expected to play a bigger role in meeting intra-city travel of the people. It is targeted to ensure urban environment and to build a civilized and modern city. The estimated development of bus system can meet only one part of the future travel demands. It is necessary to develop Metro lines in Hochiminh city. There some studies in this field.

Cette étude explore les usages et les stratégies de sécurité liés aux motos-taxis dans deux grandes villes camerounaises : Yaoundé et Douala. En s’appuyant sur des méthodes mixtes, notamment des enquêtes quantitatives (n=400), des entretiens qualitatifs (25 entretiens semi-directifs) et des observations de terrain, l’article analyse les facteurs qui motivent l’usage massif des motos-taxis malgré les risques d’accidents élevés.

Les résultats montrent que les motos-taxis sont perçus comme une réponse rapide, flexible et accessible à la faible offre de transport formel, notamment dans les zones enclavées. Les utilisateurs, en particulier les jeunes et les femmes, apprécient la rapidité, le coût relativement bas et la capacité d’atteindre des destinations difficilement desservies. Cependant, l’étude met en lumière les nombreux dangers associés à ce mode de transport : absence d’équipement de protection, conduite imprudente, surcharge, et méconnaissance du code de la route.

L’article souligne que la sécurité repose souvent sur des stratégies individuelles de gestion du risque, aussi bien chez les conducteurs que chez les passagers. Les autorités locales peinent à réguler ce secteur en raison de contraintes économiques, de la forte demande et d’un encadrement institutionnel faible. Par ailleurs, les tentatives de régulation, comme le port obligatoire du casque ou la limitation de zones d’accès, restent largement inefficaces ou non appliquées.

En conclusion, l’étude invite à reconnaître les motos-taxis non seulement comme un symptôme de la crise urbaine des transports, mais aussi comme un acteur central de la mobilité populaire. Elle appelle à une gouvernance plus inclusive, qui associe conducteurs, usagers et autorités dans la co-construction de solutions adaptées à la réalité locale, pour améliorer la sécurité sans compromettre l’accès à la mobilité.

was shocked to learn that the delay was being caused by Interstate Highway construction. Surely the Interstates were being built between cities, not in them. The President demanded to know who was responsible for this state of affairs, only to be told that he was; it was the result of legislation he had signed three years earlier. Aghast, Eisenhower attempted to get the federal government out of the urban freeway business. But it was too late: the program had built up momentum that not even he could halt.

-We consider in this paper the problem of determining intermediate origin-destination matrices for composite mode trips that involve a trip by private car to a parking facility and the continuation of the trip to the destination either by walking or by a transit mode. The intermediate origin-destination matrices relate to each component of the composite mode trip: a matrix from the trip origins to intermediate destinations which are parking lots and a mattix from the parking lots to the final destinations. The approach that we propose to solve this problem is to modify the entropy based trip distribution models to consider inequahty constraints related to parking lot capacities. Such models may be easily calibrated by using well known calibration methods or generalization of these methods and may be easily solved by applying a primal feasible direction method of nonlinear programming.

A model for predicting parking occupation in a park 'n ride situation is presented. The demand side of this model uses a maximum entropy formulation and the supply side considers explicit capacity constraints on parking space. Therefore the impact of a change in the supply of parking capacity can be easily predicted. This methodology is applied on data gathered for the Lindenwold High Speed Line Study. The approach can be extended to other problems which involve the interaction between direct demand zonal aggregate functions and supply constraints on the discrete alternatives chosen. In the recent decade much attention has been devoted in North America to the possibility of developing the patronage of public transit as an alternative to the private automobile in urban transportation. The park 'n ride concept has been considered as an appealing method to attract suburban commuters away from the automobile and towards suburban rail transit. An early application of this concept is the Lindenwold High Speed Line in the Philadelphia area. This line was actually the object of an intensive scrutiny resulting in a series of studies Desfor, 1973 Desfor, , 1975) ) which can be considered as pioneering efforts on the subject of the impact of a modern rail transit line on commuters' travel choices. This new urban transportation concept raises many questions concerning the relationship between parking policy and rail transit usage. These questions are at the origin of this paper, which can be considered as a sequel to a previous paper by the same authors (1979). The latter paper, however, was concerned with mixed mode travel in general: this includes for instance travel by car to a downtown parking lot and continuation of the trip by foot to the final destination. This paper presents a model that can be used to predict the impact on station choice of policy measures such as changes in parking capacity, addition or suppression of stations, changes in parking fees. This model is based on entropy maximization methodology and takes explicitly into account parking lot capacities. As mentioned by the authors (1979), previous approaches for modelling the attraction of parking lots were unsuccessful. Disaggregate demand models (Desfor, 1973; Gillen, 1975; Westin and Gillen, 1978) do not consider capacities explicitly and their use may result in demand predictions which exceed these capacities unless some equilibration procedure incorporates their use and ensures that they are not exceeded. This can be done heuristically as discussed in Section 5 below. Parking lot allocation models based on linear programming determine the choice of parking lots as the result of the minimization of an aggregate travel cost Whitlock, 1973). Although these models take into account parking lot capacities explicitly, the behavior of trip makers is treated in a crude way, due to the nature of the resulting extreme point solutions. Trip distribution models of the gravity type have also been proposed by Kanafani (1972), but with equality constraints. Thus parking lot capacities must always be filled and one does not allow for the possibility of underutilizing a parking lot. To summarize, these previous approaches have failed to model in a satisfactory way the interaction between the demand and supply for parking in a spatial context; a jiirtiori in the specific context of station choice for a rail transit line. The approach proposed by Florian and Los (1979) was to modify the entropy based trip distribution models to Vhis work was supported in parts by grants from the Research and Development Centre of Transport Canada and the FCAC program of the Ministtire de I'Education du Qutbec. SAlso: Dtpartement d'informatique et recherche op&ationnelle, Universitb de Montrtal.

Increasing the share of trips using public transport is a long-term activity that necessitates continuous improvement of the offer. What is crucial here is not only the tangible sphere, measured by objective indicators of punctuality, but also the subjective area of passenger feelings and assessments. The latter is significantly influenced by punctuality, which can be the catalyst for a long-term process of strengthening passenger loyalty and enhancing the public transport experience. The article aims to assess the importance of punctuality against the background of other transport requirements in the opinion of all city residents, with particular emphasis on the views of people using public transport to varying degrees. Research carried out in Gdynia (Poland) showed that punctuality is one of the most important parameters through which residents evaluate the functioning of public transport, regardless of the method of urban travel. Punctuality is of the greatest importance for people who always travel by car and usually by bicycle. M. Wołek, K. Hebel, K. Birr, H. Nozari Punctuality is the second most important transport requirement for people who always and usually travel by public transport, i.e., the most important segment of public transport users. The research results confirm the high significance of punctuality among residents, irrespective of their mode of urban travel. Punctuality, though just one of the many aspects of the quality of transport services, plays a pivotal role in shaping the overall opinion about the transport system.

Social Networking sites has become an integral part of communication; through which people stay in touch, keep themselves aware of new developments and connect with the world around them. IT professionals observed this pattern of behavior in regards to the usage of social Networking sites as tools among employers and inculcated innovativeness in the process. As a result social Networking sites got introduced into the world of IT Sector and other inter disciplines. Such practices of social Networking Sites applications were captured and categorized them under various functions performed in IT Sector. With the world in the midst of a social networking, it is more important that social networking sites like Facebook, twitter, orkut, MySpace, Skype etc., are used comprehensively for the purpose of communication. One of the most important advantages of the use of social networking sites is to share knowledge and information among the different groups of people. This manner of sharing information also promotes the increase in the communication skills among the people of IT Sectors. This research paper aims to understand the usage pattern of social networking sites among employers of IT Sectors. This was performed to conduct a reality check between the expectations from the employers for whom these applications are embedded in order to bring the overall accomplishment of organizational goals.

VTI skriver i sin verksamhetsplan 2013 att "framtiden kommer att innebära ökade krav på ett långsiktigt hållbart transportsystem där tillgänglighet, transporteffektivitet, trafiksäkerhet, klimat och miljö är viktiga ingredienser. För att begränsa utsläpp av växthusgaser framhåller EU-kommissionen ett antal åtgärder där det kan förväntas ett ökat forskningsbehov. Det är till exempel ekonomiska styrmedel och nya tekniska lösningar för fordon och infrastruktur. Kraven på ökad energieffektivitet växer, vilket ökar efterfrågan på forsknings-och utvecklingsinsatser för fordon och bränslen, energieffektivt byggande och energieffektiv infrastruktur. Den tekniskt inriktade forskningen behöver kompletteras med forskning och utveckling kring beteendevetenskapliga, ekonomiska och andra styrmedel i transportpolitiken". "Ett övergripande mål inom Sverige och inom EU är att arbeta för att minska energianvändningen där ett stort fokus har legat på att minska elförbrukningen, både inom hushållen och i industrin. Det kan därför upplevas att det finns en målkonflikt med att man inom transportsektorn arbetar för att det ska bli en ökad användning av el för framdrivning i syfte att bli mer energieffektiv. Ett ofta framfört argument är också att elfordon kommer att leda till lägre klimatpåverkan eftersom inga fossila bränslen förbränns under framdrivningen". I verksamhetsplanen står det vidare att det finns antaganden om att "miljön kommer att förbättras i stort eftersom elfordon inte släpper ut några emissioner på samma sätt som konventionella fordon. En fördel i sammanhanget är också att det finns bättre möjligheter till rening och kontroll i större kraftverk än vad det gör i varje enskilt fordon". Som ett led i denna framtidsstrategi beviljades författarna av denna rapport finansiering för ett temaprojekt; EBBE -Elbilar och beredskap inför en ökad användning. Denna rapport är en kunskapsöversikt över introduktionen av elbilar. Vi vill tacka Arne Nåbo, forskare på VTI för utmärkta tips och kunskap inom elbilsområdet, samt övriga forskare som presenterat sin forskning och de personer som bidragit i intervjuer per telefon eller mail. Christina Stave (fil. dr) forskar inom lärande, förändringsprocesser och säkerhetskultur. Annelie Carlsson (fil. dr) forskar inom energi och emissioner inom transporter. Hans Antonson (fil. dr) forskar inom planeringsprocesser, bland annat klimatförändringar.

Transformation of the motor vehicle fleet has been an important feature of the world’s peak car phenomenon. Very few urban transport studies have explored such important changes in large urban cities. Using an innovative green vehicle datasets constructed for 2009 and 2014, this paper investigates the ongoing change in urban private vehicle fleet efficiency (VFE) in Brisbane. The spatial patterns of VFE change were examined with social-spatial characteristics of the urban area. The results showed that the social and spatial effect of VFE changes remain uneven over urban space. The inner urban areas have experienced higher level of VFE change, whilst people in the outer and oil vulnerable areas showed a low tendency in shifting to more efficient vehicles. The implication of VFE change for future household vehicle adoption was also evaluated based on a cost-benefit analysis of new vehicle technology costs and expected fuel savings for households that choose a fuel efficient vehicle. T...

A city can be divided into areas that are served by transit and those that are not. In this study, the former is referred to as "transit-served areas (TSAs)". To quantify, monitor and visualise the TSAs of Southeast Queensland (SEQ), this study analyses half-year smartcard data between 2012 and 2013 from TransLink, the transit agency for SEQ For scenarios are prescribed and four corresponding metrics (the minimum, actual, random and maximum travels) are calculated, which reflect transit riders' different levels of elasticity of distance travelled (EDT) relative to the cost of travel within or between TSAs and how transit riders could possibly travel as EDT varies. The total trips generated by or attracted to TSA and the temporal and spatial variations of these metrics across days are used to monitor TSAs, especially transit trips within or between them. The results indicate that transit trips attracted to, and generated by TSA and transit trips between TSAs vary significantly over time and across space. Across the scenarios, the temporal variance tends to be larger as EDT becomes more inelastic. The above results provide useful references for decision-makers to understand better the ranges of transit demand (by TSA) across the space and time when EDT is a variable.

Urban mobility is a key determinant of household social status. The capacity to traverse urban space to undertake employment and to obtain the various goods and services that contribute to social wellbeing is dependent upon the transport options available to households. Contemporary planning for urban mobility is overwhelmingly focused on catering for travel by private automobile. Households that lack the financial or personal capacities to travel by car are potentially at a disadvantage in their ability to ...

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

This research explores the elements affecting the adoption of public transportation by utilizing the Theory of Planned Behavior (TPB). Using primary data from 504 respondents, the study combines Confirmatory Factor Analysis (CFA) and Structural Equation Modeling (SEM) to assess the effects of attitude, subjective norms, and perceived behavioral control on behavioral intention and usage actions. The results indicate that although attitude and perceived behavioral control greatly increase public transport usage, subjective norms have little impact. The research emphasizes the necessity of enhancing accessibility, cost-effectiveness, and convenience to foster sustainable urban mobility. Policymakers can utilize these insights to create specific interventions, promoting environmental and operational effectiveness. Future studies ought to broaden their focus to encompass comparative evaluations among Indian cities, integrating aspects such as environmental issues and safety for wider relevance.

his paper presents a revealed preference survey conducted to understand workers€ travel behavior in Dhaka. The survey data are analysed using a multinomial logit (MNL) model to scrutinize social and economic factors€ impact on participant€s mode choices. Analysis MNL model results reveal that travel behaviour of commuters for work trip varies among different social economic groups. Elasticity analysis of different attrib utes showed that travel difference significantly varies between developed and developing cities. Presence of effective, efficient transport system and higher affordability make commuters in developed cities relatively more elastic with travel attributes, s uch as travel cost and travel time. In Dhaka opposite scenario is predominating. However, commuters in Dhaka relatively elastic with car travel cost because of its excessive high cost.

Traditional transport planning aims to improve mobility, especially for vehicles, but have invariably failed to adequately consider and address wider impacts on human beings . Basic and essential purpose of transport is  providing cost-effective and time -efficient access to; living, working, healthcare, amenities, infrastructure education, goods and services, friends and family. There exist proven techniques and technologies to improve access while simultaneously reducing environmental and social impacts, by rationally managing  traffic congestion. Cities and authorities, which are able to  adequately improve and address the sustainability, effectiveness and efficacy of their transport networks have defined and shown the roadmap for creating more vibrant, livable and sustainable cities

Le système de transport, qui joue un rôle décisif dans le dynamisme économique des grandes agglomérations, se trouve confronté dans la plupart de ces villes à une double difficulté environnementale et financière (financement des infrastructures pour accompagner l'augmentation de la demande de transport, financement des transports collectifs, etc.). Parmi les raisons qui sont invoquées pour rendre compte de ces difficultés, on trouve de plus en plus cité l'étalement urbain. Des comparaisons entre les grandes villes mondiales [Base Millenium UITP, 1996] peuvent montrer en effet que les villes les moins denses sont aussi les villes les plus consommatrices d'énergie : le système de transport très dépendant de la voiture particulière y est très coûteux pour la collectivité, les systèmes alternatifs plus respectueux de l'environnement, et particulièrement les transports collectifs, ont du mal à s'imposer tant la concurrence avec la voiture est difficile. On trouve dans la littérature deux approches pour traiter ce problème : certains insistent sur les gains de vitesse offerts par le système de transport, les gains de vitesses permettent aux acteurs économiques de se localiser à budget temps constant plus loin des centres villes, d'autres portent un regard plus économique en insistant sur les incohérences d'un système de prix qui laisse gratuit l'usage d'un espace de plus en plus rare et qui ne prend pas en compte les coûts environnementaux. Ces deux approches conduisent à des préconisations de politiques publiques assez différentes qui font l'objet de virulents débats au sein de la communauté académique et des administrations. Les premiers recommandent des politiques visant à réduire les vitesses de circulation ce qui devrait mécaniquement réorienter les localisations vers les centres villes, densifier les zones périurbaines et restaurer l'efficacité relative des modes de transport plus respectueux de l'environnement. Les seconds recommandent, au contraire, d'introduire des politiques de tarification d'usage de l'infrastructure plus cohérentes du point de vue économique (péages urbains ou des politiques de stationnement payant par exemple). Les argumentaires restent bien souvent au niveau des principes et peu de mesures sont faites : les expérimentations restent difficiles à mettre en place et il faudra encore attendre quelques années pour tirer les enseignements du péage urbain introduit récemment à Londres. Cet article expose le cadre analytique dans lequel sont faits ses développement et se propose de simuler les effets de ces politiques sur le surplus économique en utilisant un modèle multimodal (MATISSE_ INRETS), et en retenant les dernières valeurs tutélaires françaises proposées par l'administration française en 2000 (valeur du temps, valeurs environnementales). Ces simulations n'ont pas la prétention de trancher le débat mais d'attirer l'attention sur le coût social des politiques de régulation de la mobilité. Du point de vue économique les politiques mises en oeuvre ne sont pas identiques et les pertes de surplus social liées aux pertes de temps qu'occasionneraient certaines mesures peuvent être très importantes et supérieures aux gains environnementaux obtenus par la réductions des distances de parcours ou des transferts des voyageurs de la voiture vers des modes alternatifs. Paradoxalement, certaines politiques économiques efficaces peuvent conduire à renforcer la fluidité du système à condition de renoncer à la gratuité de l'usage de la voirie.

Although there has been a rapid increase in vehicle ownership in recent years, walking remains to be the most common employed mode of travel to the majority in various parts of the world, including Dar es Salaam city. In most instances, pedestrians are the most vulnerable road users to be severely affected in the occurrence of road accidents. The city has implemented a number of strategies to ensure safety for the pedestrians, such as marking the roads with zebra crossings and constructing pedestrian overpasses across the major highways together with the provision of sidewalks, which separates them from motorized traffic. Despite the presence of the few constructed sidewalks besides the major roads in Dar es Salaam, yet scant literature exists in terms of their performance as to what extent they have contributed towards enhancing pedestrian safety. The case study strategy was adopted in this study so as to investigate the contemporary phenomena within the real context, using various sources of evidence from the field. Data was collected through observation, formal interviews, together with questionnaires addressed to 73 pedestrians, a traffic officer, a town planner, and a transport engineer from Ubungo and Kinondoni Municipal Council. Findings from this research revealed that the sidewalks have positively contributed towards enhancing pedestrian safety due to the decrease in the number of pedestrian accidents to more than 50.8%, regardless of the challenges such as surface irregularities, motorized traffic intrusion, blockage by street vending activities, and malfunctioning streetlights that are still faced by the pedestrians.

Organizations implement mobility plans to promote sustainable mobility among their employees. However, there is a lack of a comprehensive, quantitative tool that organizations can use to analyze their employees' commuting patterns. This paper introduces a strategic trip planning application which can support long-term decisionmaking and better-targeted interventions. In contrast to classical trip planning applications, the introduced application does not focus on a particular trip. Instead, it simultaneously plans general trips for multiple transport modes (i.e., walking, cycling, public transport, and driving). The application ranks these modes through a utility function by quantifying travel time, costs, environmental impacts, and health benefits. Moreover, the data can be aggregated to include the employees (e.g., the monthly expenses of commuting) and organizations (e.g., the total cost of commuting). This study applies the strategic trip planner to evaluate the employees' commuting patterns and preferences in two organizations. The paper explores and compares hypothetical mode choice scenarios to assess the impact of alternative policies on the evaluated metrics. The results indicate a notable divergence between the mode employees use (public transport) and the mode that would suit them most based on their preferences (cycling). This suggests that both organizations should put an emphasis on promoting cycling when executing their mobility strategies.

This article examines the concept of "smart" in relation to urban mobility and sustainability, and identifies inconsistencies in the current literature. The study explores how smart technologies can solve transportation problems, focusing on integrating artificial intelligence and machine learning to improve autonomy in transportation services. The study also emphasizes the importance of environmental protection in urban mobility strategies by focusing on low-emission transport and the move towards Mobilityas-a-Service (MaaS). This paper highlights the need for comprehensive transportation models and addresses the challenges cities face in implementing them. This study addresses an important gap in the developing field of the smart urban movement, where the meaning and implementation of "smart" is still unclear, despite significant investments in technology and infrastructure. By examining the link between "smart" urban mobility and sustainability, the research points to inconsistencies in the existing literature and emphasizes the need for a more defined framework for smart mobility initiatives. The findings are significant in that they emphasize the role of integrated technological solutions-such as artificial intelligence and machine learningin enhancing transport autonomy, improving urban freight logistics, and advancing sustainable, low-emission mobility practices.