ABSTRACT
In the promotion of sustainable modes of transport, especially public transport, reasonable failure risk assessment at the critical moment in the process of service provider touch with users can improve the service quality to a certain extent. This study presents a product service touch point evaluation approach based on the importance–performance analysis (IPA) of user and failure mode and effect analysis (FMEA). Firstly, the authors capture service product service touch points in the process of user interaction with the product by observing the user behavior in a speculative design experiment, and perform the correlation analysis of the service product service touch point. Second, the authors use the IPA analysis method to evaluate and classify the product service touch points and identify the key product service touch points. Thirdly, the authors propose to analyze the failure of key product service touch points based on user-perceived affective interaction and clarify the priority of each key touch point. Finally, reluctant interpersonal communication, as the key failure caused by high risk, is derived according to the evaluation report, which leads to establishing new product service touch points and improving the overall user experience to promote sustainable transports with similar forms and characteristics.
ABSTRACT
Transit-oriented development (TOD) is an urban designed model aimed at attracting more sustainable travellers. However, not all TOD projects succeed in maintaining a high rate of sustainable travel behaviour. To examine the impacts of TOD on residents' travel behaviour, this paper applies binary logistic regression to analyse survey data for 1,298 residents living in the TOD areas in Hangzhou collected in 2020. The results show that socioeconomic characteristics, built environment factors, and travel attitudes play important roles in influencing their travel mode choices. Furthermore, the number of children in households and higher levels of car ownership significantly influence residents' sustainable travel behaviours. However, it appears that only a limited number of factors can convince car users to shift to sustainable modes of travel, such as their workplace being accessible by metro and attitudes towards changes in accessibility. This research study contributes to the existing literature in terms of enhancing the understanding of travel mode choice behaviours, particularly with regard to people who live near public transport infrastructure, as well as formulating evidence-based TOD policies to achieve more sustainable transport systems.
ABSTRACT
In order to create a sustainable future for the urban environment in s=Smart cities, it is necessary to develop a concept of urban transport, partially reduce the use of traditional transport, primarily cars, as well as the environmental pressure on society, which is essential to move to a sustainable urban future. In the latest discussions on the future of the urban transport system, the quality of the environment, and the possibility of its improvement are discussed, this issue became especially relevant with the onset of the pandemic, when the lockdowns were introduced. The problem of sustainable transport in urban areas has been recognized in academic studies, searching for appropriate models and solutions. The article presents the latest literature review and illustrates the newest trends with several examples. VOS Viewer software has been used to classify the different keywords, according to their co-citation, following clustering techniques. By analyzing the research conducted by other researchers, it has been possible to structure the ecosystem and trends in the Urban Transportation Concept, also mentioning likely future trends. Based on the literature analysis of the Sustainable Urban Transport, the authors of the study found that a large group of researchers deal with technical solutions and innovative business models, while the essential behavioral aspects are examined in less detail. Extensive literature analysis allowed the authors to select several solutions to achieve the transformation towards sustainable transportation in urban areas: new vehicle technologies and their environmental factors' analysis, geographic information systems, the analytic hierarchy process method, the time series analysis of road traffic accidents using multiplicative models, electrification and use of Friedman Analysis of Variance by Ranks, as well as innovations in sharing mobility.
ABSTRACT
As walking is a zero-emission mode of transport with well-documented health, environmental, economic, and social benefits, researchers and policy-makers in the domains of urban transport planning, public health, engineering, and other fields have been exploring how to increase both utilitarian and leisure walking. Efforts to identify built environment characteristics associated with these desired behaviors have therefore also flourished in recent years and the provision of walkable urban space has become a common policy goal in cities around the world. However, there are many social, cultural, political barriers that slow down a shift back to pedestrian-focused development patterns. This entry will introduce background on walking as a travel mode and discuss its many social, environmental, and economic benefits. How cities can plan for more livable and walkable areas as well as both the possible roadblocks and opportunities associated with these changes will be discussed. Measurement issues, such as the concept of "walkability” will be explored as well as emerging issues such as what walkable space might mean in an era of increasing online shopping and how pedestrians may need to share street space with autonomous vehicles. While the majority of impacts of increased walkability are positive, possible gentrification, displacement, and exclusion impacts have also been documented with improved walkable urbanism. New global health threats (such as COVID-19 and, e.g., urban heat islands exacerbated by climate change) have also shone a light on discrepancies across race, income, and other socio-economic factors on the availability of safe places to walk and access urban amenities and green space. © 2021 Elsevier Ltd. All rights reserved
ABSTRACT
Understanding the wider effects of the COVID-19 pandemic on public health is needed to respond sufficiently to the impacts and facilitate recovery. We studied the secondary health impacts of COVID-19 through the changes in transportation using a ripple effect mode. Three ripples are defined to reflect the impacts of COVID-19 on (1) transportation and the systems behind it, (2) transportation-related health risk factors, and (3) public health. COVID-19 impacts on transportation are synthesized through six areas: transportation demand, transportation mode, traffic safety, land use and built environment, transportation jobs, and transportation equity. These changes are further associated with decreased transportation-related air pollution, greenhouse gases, noise, heat, and stress. Higher rates of road casualties were observed in the area of COVID-19. Social exclusion and limitations in accessibility to healthcare and healthy food were identified as negative consequences of changes in transportation. There are uncertainties in the rate of active transportation (i.e., walking and cycling) and related crashes that require further investigation. The findings of this study uncover the complex and relatively unknown impacts of COVID-19 on public health through changes in transportation. © 2023 by the authors.
ABSTRACT
The new global context has heightened the need for the sustainable mobility and recovery of the tourism industry. This study analyses how travel bubbles can contribute towards the sustainability and reconstruction of the tourism industry. Several examples have emerged worldwide, manifesting the strong need to create ‘safe' routes to transform tourism. Through a theoretical approach and by drawing from previous research, official reports, and news media, this study analyses the rationale for travel bubbles and examines how they can support short-term responses to the pandemic and enhance long-term planning pertaining to tourism mobility for a sustainable future. It discusses the political, economic, psychological, socioeconomic, environmental, and hygiene impacts of travel bubbles. The study shows that sustainability can be achieved through a cooperative regional approach. It examines the challenges and opportunities of travel bubbles towards redeveloping tourism in neighbouring destinations and offers strategies to support sustainable tourism during the COVID-19 pandemic, such as backyard tourism. © 2021 Informa UK Limited, trading as Taylor & Francis Group.
ABSTRACT
The disruption in urban transportation caused by the COVID-19 pandemic has been experienced differently around the world. We examine these differences using urban mobility data from Auckland and Wellington in New Zealand and Portland and Bellingham in the United States. Our methodology explores the relationships between COVID-19 indicators, mobility restriction policies, transit ridership, and travel behavior to assess how the pandemic has influenced mobility patterns and the consequences for public transit. Our results demonstrate that buses became the most resilient public transit mode during the pandemic's first wave when mobility restriction policies influenced transit ridership more than actual COVID-19 cases. We identify distinct mobility patterns in the usage of public transit and cars, suggesting that mobility restriction policies have been interpreted differently in different countries and on different transportation modes. We conclude by considering how the mobility outcomes that we have observed could advance sustainable transportation after the pandemic.
ABSTRACT
An unreasonable design hourly volume (DHV) greatly impacts road facility construction costs and traffic efficiency. With the rapid rise in the tourism economy and widespread emergence of holiday travel characteristics in China, DHV applicability for suburban expressways requires verification. This study collected annual traffic volume data over 8760 h along Xi’an Ring Expressway from 2017 to 2019. Traffic demand distribution patterns throughout the year and peak hours were analyzed on the basis of the descending order of the obtained hourly traffic volume (HV) and factor data. HV distribution characteristics, 30th highest hourly volume (30 HV) typicality, and DHV factor applicability were investigated. Due to travel characteristics under the background of the tourism economy, the peak HV distribution exhibits polarization characteristics. The recommended value of the design hour traffic factor in the specification corresponded to a number of hours greater than 200, with the 30 HV factor under the background of the tourism economy being 25% higher than the recommended value. Considering the tourism economy, the high level of traffic operation time increased significantly, and the characteristics of a sharp decline in the peak HV disappeared. The 30 HV factor no longer exhibited traditional characteristics. The design causes of traffic congestion are identified herein.
ABSTRACT
The importance of sustainable mobility has also been confirmed this year by the global pandemic of COVID-19, which has reduced the mobility of the population, thereby it has significantly reduced the level of dust, noise, and air pollution from the traffic in most European countries, including the Slovak Republic. App-based and shared-ride services have become highly popular and offer a level of convenience unseen before in the urban mobility systems all over the world. Individual car transport dominates at the expense of sustainable modes of transport in most Slovak cities. The city of Nitra is no exception, as the high number of trips during the peak-hours often leads to severe traffic congestion. One way to contribute to better condition is multimodality that allows urban residents to choose from a range of alternative travel choices. The aim of this paper is to assess the possibilities of multimodality in the context of short distance moves in the city of Nitra as well as to analyse how the change of mode choice variability affects the urban mobility behaviour. For the purpose of meet the objectives of this paper, a marketing research was conducted. The research findings show that the travel behaviour of Nitra’s citizens does not show the elements of sustainable urban mobility as the current infrastructure and overall opportunities are limited. Our findings point to significant differences in attitudes of residents from different urban areas. © 2023, The Author(s), under exclusive license to Springer Nature Switzerland AG.
ABSTRACT
Introduction: The sudden COVID-19 pandemic poses a fresh and tough challenge to bike sharing systems (BSS). With this epidemic as a shock event, this paper aspires to shed light on the phenomenon of changing demand and usage regularity in New York City's BSS under the epidemic environment, spanning a period of 18 months. Methods: Technically, BSS's normal performance and the timely responses to the outbreak could be conceptualized as having four different stages. One provides a comparative analysis of bike sharing spatial-temporal mobility patterns and connectivity of the bike sharing usage network, before and during the public health crisis with a macroscopic perspective. Also, a multivariate investigation of user and trip characteristics on BSS is conducted to uncover the difference in the frequency of outdoor and sojourn time between various user communities. Results: Due to the impact of the outbreak, BSS registered severe ridership drops, yet it quickly recovered to the pre-pandemic levels within months. The decline of bike sharing usage was felt throughout all the areas during the outbreak. However, there were places where BSS ridership actually increased, particularly in the areas near supermarkets, parks and hospitals. The less densely connected network of the bike sharing usage has also resulted in a reduction in users' destination heterogeneity. This study also finds evidence of the significant gender, age and cycling pattern gaps in response to potential risk. Conclusions: Investigating the dynamics of bike sharing usage will help to comprehend how the serious pandemic caused by COVID-19 impacts people's daily mobility. Practically, this work hopes to provide insights into adapting this unprecedented pandemic so as to respond to similar events in the future.
ABSTRACT
Sustainability-oriented transport and mobility solutions hunt for engineering and management innovations. Both are primarily adopted by startups—ambitious and dynamic forms of organization stimulated by technical and technological progress. In this paper, the original definition of a startup as the new organizational form has been proposed, and the most relevant trends in green transportation and mobility solutions have been discussed. The paper also seeks knowledge about new business models of sustainable transport and mobility-oriented innovative startups. For this purpose, descriptive statistics of about 200 transport-oriented startups have been produced, based on the results of quantitative research in 2016–2019 in Poland, and the most appealing solutions are presented. Business models of sustainability-oriented transport and mobility startups have been mapped and analyzed. Green innovations in transport concern mainly products and business models. The studied startups can be divided into responding to challenges in designing new equipment, vehicles, and infrastructure (including electromobility) and those offering solutions in managing transport processes, fleet, and passenger transport—especially micro-mobility in cities public transport. Analyzing the profitability of Sustainable Development Goals (SDG)-oriented startups, we concluded that startups related to “hardware” projects (vehicles, infrastructures, drones) need more financial support or strategic partnership than service-oriented projects. We also hypothesized that “hardware” startups contribute more to “greening” transportation and mobility sector processes than startups offering services, which requires further in-depth research.
ABSTRACT
To realize a sustainable transportation system, it is necessary to estimate the environmental load caused by transportation. Here transportation demand affects carbon dioxide emissions directly. In general, traffic simulations or scenario-based evaluations have been used to predict transportation demand. However, the COVID-19 pandemic that began in late 2019 has changed transportation demand drastically, and such changes have not been considered in conventional simulation models. Therefore, it is important to quantify the impact of the pandemic on transportation demand and its magnitude. In this study, we developed a model focused on describing the changes in transportation demand caused by the COVID-19 pandemic in Japan. We developed a model using system dynamics because this method is effective in describing socio-technical systems such as transportation demand. Based on related studies, we categorized transportation demand by purpose and modeled it based on the cause-and-effect relationship between the amount of transportation and the prevalence of infectious diseases. To verify the developed model, we compared actual data of 2020 in Japan with the output of the model. We set scenarios with varying parameter values that contribute significantly to changes in transportation demand, such as individual awareness of the pandemic. As a result, the developed model was verified at the behavioral level. This model can be used in developing future transportation systems. © 2022 Elsevier B.V.. All rights reserved.
ABSTRACT
The Ecological Footprint (EF) has been effectively used at the global, national and regional levels, but the local EF accounting methods are lacking. The hybrid EF has been developed to calculate the local EF. It combines a “top-down” approach to determining national EF (five components other than Carbon Footprint, CF) with a “bottom-up” approach to determining local CF (food, housing, transportation). The use of the hybrid EF is cost-effective. The hybrid EF reflects the local context and can be used to measure the progress of local sustainable development and as a basis for environmental responsibility. This study uses statistical databases for Taiwan and Taipei to calculate the hybrid EF of Taipei in 2018. The hybrid EF of Taipei was 4.797 global hectares (gha) in that year, of which the top-down national EF was 0.613 gha and the bottom-up local CF was 4.184 gha. The hybrid EF is lower than Taiwan’s EF (6.460 gha), but the local CF is higher than Taiwan’s CF (3.890 gha), reflecting the urban nature and characteristics of Taipei, which has a high density, high income and high consumption expenditure. With respect to the local CF of Taipei, food is associated with the largest component of CF (2.806 gha), and transportation is associated with the second largest component thereof (1.133 gha). Housing is associated with the smallest component (0.245 gha). Based on these results, five refinements of hybrid EF accounting and two application dimensions are proposed. First, whether the hybrid EF captures the lifestyle of the real situation in Taipei warrants further investigation. Second, the components of national EF that are associated with food should be used to accommodate regional differences by applying a scaling factor. Third, Taiwan’s CF in 2018 accounted for 60.2% of its national EF, but Taipei’s CF accounted for 87.2% of its hybrid EF. Fourth, Taipei’s CF associated with housing is low (0.245 gha/person), while the values for eastern European cities are high (3.140 gha/person). Fifth, Taipei citizens have a fairly high CF associated with private vehicles, warranting a follow-up review of urban sustainable transportation policies.
ABSTRACT
The lockdown and social distancing policies to reduce COVID-19 spread and perceived safety threats of COVID-19 significantly affected people’s travel behavior. Greece has been suffering from the COVID-19 pandemic, and people’s mobility behavior has been greatly affected. This study aims at: (1) exploring the variations in individuals’ trip frequencies by mode and purpose before and after the COVID-19 outbreak;(2) understanding the effects of individual differences (i.e., sociodemographic details) and perceptions towards COVID-19 (i.e., the perceived threats of COVID-19) on people’s mobility behavior changes after the outbreak;(3) underlining the individuals’ perceptions of the COVID-19 threat on the willingness of public transportation usage. Overall, 403 responses were collected in late 2020. A series of random parameter Probit modeling results reveal multiple individual and perception factors affecting the changes in mobility behavior in Greece. The results from structural equation modeling indicate that perceived COVID-19 threats affect the attitudes and subjective norms towards people’s intentions to use public transportation. The results from this study provide valuable insights for transportation authorities to develop effective strategies to manage traffic during the spread of disease for a possible future epidemic.
ABSTRACT
A well-thought-out strategy for shaping the transport of the future is a challenge for countries and integration groups. The answer to which modes of transport should become a priority in the context of incurred and planned investments should largely depend on their observed and forecasted environmental impact. This paper focuses on the scope and content of EU macro-regional strategies. The main objectives of the study were to identify common assumptions and differences between the Adriatic and Ionian Region and the Baltic Sea Region in terms of sustainable transport and provide a critical assessment of the EU Strategy for the Adriatic and Ionian Region (EUSAIR) and the EU Strategy for the Baltic Sea Region (EUSBSR) compliance with the assumptions of the White Paper on Transport, as well as the attempt to answer the question of which modes of transport should be prioritized by the analyzed macro-regions, making transport decarbonization one of their main goals. It is possible to state that the assumptions of both the strategies of the macro-regions seem to be partially consistent with the White Paper on Transport vision. However, the emphasis of the macro-regions on the development of maritime transport is somewhat omitted in the White Paper. Among the countries of both areas (EUSAIR, EUSBSR), estimates showed a statistically significant (p < 0.05) positive impact on the volume of loads transported by road transport. An increase in the volume loads by 1% resulted in an increase in air pollution by 0.446% (EUSAIR) and 0.728% (EUSBSR). The elasticity of air pollution, regarding loads’ road transport changes, was the highest compared to other transport modes in the studied areas. This proves the highest emissivity of road transport. In the EUSAIR countries, an increase by 1% of the volume of transport by railway resulted in a decrease in air pollution, with emissions of greenhouse gases decreasing by 0.063%. Considering the analyzed documentation, reports, strategies, and assumptions, it seems right to clearly emphasize the role of rail transport in the decarbonization of transport. According to the authors, mainly, this branch of transport can significantly reduce the emission of gases into the atmosphere and thus contribute to the so-called “green deal”. However, many activities must be undertaken for this to happen, not only investment ones. First of all, it is worth paying attention to the coherence of regional strategies with the European transport development plan contained in the White Paper.
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There are several SDG targets directly linked to transport, including SDG 3 on health (increased road safety), SDG 7 on energy, SDG 8 on decent work and economic growth, SDG 9 on resilient infrastructure, SDG 11 on sustainable cities (access to transport and expanded public transport), SDG 12 on sustainable consumption and production (ending fossil fuel subsidies) and SDG 14 on oceans, seas and marine resources. The authors concluded that the construction of the new artery by the city centre, using appropriate technical solutions and traffic organization (tunnel, noise barriers, roundabouts, speed limit) likely contributed to an overall reduction in NO2 concentrations. Tsakalidis, Gkoumas, Grosso and Pekár present an overview of TRIMIS and its benefits as an integrated analytical tool that provides support to sustainable transport governance and decision-making. [...]it provides insights on current technology trends in the road transport domain with a focus on smart innovation and identifies emerging trends with a potential future impact through a dedicated case study, combining a techno-economic assessment with findings of a horizon scanning exercise. [...]we have four papers that focus on specific modes of transport—road and maritime:
ABSTRACT
After the COVID-19 pandemic and the spectrum of new climate change disruptions in the supply chain, a holistic approach towards sustainable transportation is needed. Sustainable transportation could benefit sustainable development from different angles;reduced traffic deaths, increased share of renewable energy, higher quality of transport-related infrastructure, increased satisfaction with public transportation, increased responsible consumption and production, and reduced fossil fuel consumption. This study is an attempt to show whereon the scholars were focused previously and where the focus needs to be more on. This study has reviewed 358 case studies and categorized them into twenty groups based on the transportation mode and eleven groups based on the authors’ primary areas of concern. Keyword analysis followed by topics modeling showed three non-overlapping trends in the cohort. The results, with a corroboratory investigation on the benefits of the United States’ infrastructure bill, were discussed in four categories: in-vehicle improvements, built-environment elements, human factors, and planning and regulations.
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The dynamic development and evolution that tourism has recently undergone and its growing importance made it become an important element of the policy of today’s countries in various walks of social, economic and political life. As tourism is one of the largest industries in the world, most countries recognized the leading role in their economies, establishing in this regard the administrative structure of the national tourism organizations (NTOs). NTOs are responsible for the marketing and promotion of countries, improving the tourist image of a given country and supporting existing or developing new tourism products. At the same time, governments are increasingly realizing that tourism should develop in accordance with the principles of sustainable development and be integrated with the natural, cultural and social environment of these countries. This article presents the activities of selected national tourism organizations (NTOs) in terms of their role in developing the potential of sustainable tourism (and within it sustainable transport) in their countries. The aim of the article is to review the promotional activities undertaken by NTOs operating in countries such as Austria, Cyprus, Grenada, Guatemala, Norway and Indonesia. The article is an overview, and the following sources were used to prepare it: official websites of the organizations, reports, promotional materials and any documents related to the operation of the studied NTOs in the field of sustainable tourism and sustainable transport development (e.g., tourism development strategies, tourism product development strategies, projects and programs). The choice of these countries for the analysis was dictated by the fact that they have outstanding natural and cultural assets that make up the product potential for sustainable tourism and the very responsible, diverse and long-term promotional and marketing activities undertaken by the NTOs (e.g., promotional campaigns). Such prudent treatment of own resources and sustainable potential may also contribute to these countries gaining a competitive advantage over other destinations in the world (e.g., increase in interest from tourists). The activities and promotional campaigns cited in the article as well as the solutions proposed by NTOs can also become excellent examples of good practice for other destinations in the world. The research has also shown that the studied countries (and their national tourism organizations) clearly support the development of sustainable tourism and sustainable transport through their national tourism policies.
ABSTRACT
European Union Member States are called upon to meet internationally proposed environmental goals. This study is based, in particular, on the recommendation of the European Union (EU), which encourages Member States to pursue effective policies to reduce greenhouse gas (GHGs) emissions, including through appropriate changes in the behavioral habits of citizens. In this respect, among the main sectors involved, transport and mobility should certainly be mentioned. National institutions should be adequately involved in order to achieve the objectives set;in this regard, universities must certainly be considered for their educational value. These latter, for instance, could commit to improving the environmental performance of the mobility of their commuter students (to a not insignificant extent), since commuting modes are often the cause of high CO2 emissions;indeed, they still largely involve the use of internal combustion engines based on fossil fuels. In this paper, the effectiveness of a smartphone-app-based method to encourage commuter students to adopt more sustainable transport modes is evaluated. In more detail, starting from a statistical analysis of the status quo of mobility habits of a sample of students at the University of Palermo (Italy), an improvement of current habits toward a more sustainable path is encouraged through a new application (specifically created for this purpose) installed on students’ smartphones. Then, the daily and annual distances traveled by commuters with the new mobility modes are calculated, and the resulting savings in energy and CO2 emissions are estimated. Finally, it is proposed that the reduced emissions could be converted into energy-efficiency credits that the University could use to enter the emission trading system (ETS), here contextualized within the Italian “TEE” (“Energy Efficiency Credits”) scheme, while the benefits for students participating in the program could consist of reduced fees and free access to university services. The results obtained show the feasibility of the proposal. This approach can be considered a useful model that could be adopted by any other public institutions—not only universities—to facilitate their path toward decarbonization.
ABSTRACT
The COVID-19 pandemic has been extremely disturbing mobility behavior due to travel restrictions and perceived COVID-19 threats. Recently, researchers from developed countries have shown interest in quantifying the impacts of the COVID-19 on individuals' mobility; however, similar research themes in lower income developing countries like Pakistan have not been sufficiently explored. Therefore, the objectives of the study are; 1) to explore the changes in self-reported individual's mobility behavior-trip frequencies by mode and by purpose in three COVID-19 severity periods; 2) to quantify the effects of respondents' personal (i.e., age, gender, education, and living place), and perceived details (i.e., safety perceptions, the COVID-19 threat perceptions) on the change in mobility behavior in the COVID-19 severity change; 3) to analyze the willingness to use public transportation in the post-pandemic period. METHODS: A web-based questionnaire survey was conducted from September 2020 to November 2020, resulting in 565 responses. Descriptive analysis, random parameter bivariate probit modeling, and structural equation modeling are adopted to achieve the objectives. RESULTS: The results reflect the change in individuals' mobility behavior in three severity periods of COVID-19, including before outbreak, during the most serious period, and after the most serious period. A substantial reduction in individuals' mobility was observed during the most serious period, which is recovering back to normal. The results also indicate the relationship of individuals' personal and perceived characteristics with the change in mobility in COVID-19 severity changes from before-to-serious and from the serious-to-after most serious period. CONCLUSION: The COVID-19 pandemic has been affecting individuals' mobility behavior in Pakistan. The study's findings provide insightful information for the transportation agencies to better prepare for sustainable transportation management in the post-pandemic era.