Search

In contemporary times, one of the challenges in road traffic is the failure of drivers to adhere to traffic regulations. While the use of turn signals may seem trivial, the studies presented in this article demonstrate the significant impact that this practice can have on road traffic, both in terms of urban network capacity and fuel consumption, which consequently affects the emission of exhaust gases into the natural environment. A common example of the failure to use turn signals is when drivers navigate roundabouts. The example presented here analyzes an existing road network configuration consisting of two roundabouts and an intersection between them. The method of microsimulation was employed using the PTV Vissim 25 software. This study examined a scenario where the percentage of drivers adhering to the use of turn signals increased by 10% in each successive simulation version. The results clearly indicate that the capacity of the network, as well as the emissions of road pollutants, depend not only on traffic volume but also, most importantly, on traffic flow efficiency. [ABSTRACT FROM AUTHOR]

This study examines the factors influencing the travel behaviour of Delhi's working population, utilizing retrospective cross-sectional data from 2005 to 2019 collected across four neighbourhoods. The research provides empirical evidence on how travel mode choices have evolved over time in response to changes in the built environment and socioeconomic conditions. GIS-based analysis was conducted to assess the impact of temporal variations in the built environment on travel behaviour. Results reveal a 21% increase in the reliance on private modes of transportation between 2005 and 2019, with the most significant rise observed in 4-wheeler usage. Conversely, bus usage declined by 32%, attributed to various factors including overcrowding, hygiene concerns, and perceived reliability issues. However, in 2019, Connaught Place reported the highest bus usage at 28%, attributed to its high bus stop density, while enhanced metro facilities across the neighbourhoods led to a 20% increase in overall metro ridership. Multinomial logistic regression analysis identified key socioeconomic determinants of travel behaviour, including age, gender, income, vehicle ownership, and commuter attitude. In 2005, two-wheeler preference over buses was primarily driven by vehicle ownership (O.R.: 620.95), gender (O.R.: 4.20), and income (O.R.: 1.28). By 2019, commuter attitude (ProPV) emerged as a significant factor, alongside vehicle ownership (O.R.: 136.72), ProPV (O.R.: 21.41), and income (O.R.: 2.14). A similar trend was observed for car usage, highlighting the increasing influence of commuter behaviour and attitudes on travel choices over time. These findings underscore critical policy implications for the development and enhancement of Delhi's transport system, offering insights that could be applicable to other cities facing similar challenges. [Display omitted] Key Highlights. ⁃ Travel behaviour is complex, differing by region and evolving over time. ⁃Habitual behaviour shapes work travel mode choices in Delhi. ⁃Mixed land use and good transit access boost public transport use. ⁃Safety and comfort are key in car choice for Delhi's workers. ⁃Built environment, socioeconomics, and behaviour influence Delhi's travel modes. ⁃Delhi's transport planning needs balanced infrastructure and behaviour strategies. [ABSTRACT FROM AUTHOR]

Numerous studies have been conducted on sustainable transportation and its impact on global energy efficiency. However, the evolution and performance patterns of this field remain relatively unknown and limited. A bibliometric analysis was conducted to explore the global research trends to determine the state-of-the-art sustainable transport linked to energy efficiency over the past 21 years. The Web of Science (WoS) database was searched to explore the research related to sustainable transport in response to energy efficiency from 2002 to 2022, resulting in the identification of 2,884 articles. In this study, VOSviewer was used to analyse collaboration networks between authors, countries, institutions and co-occurrence analysis of keywords in three defined periods. The results reveal that the majority of studies on sustainable transport and energy efficiency were primarily conducted in the USA, with limited research conducted in Asian countries. The study found that the subject categories of "transport planning,""transport policy,""climate change,""electric vehicles," and "public transport" are the most prolific research contributors. During Phase III (2016–2022), most studies were centred around electric vehicles in the field of sustainable transportation, as opposed to Phase II (2009–2015). These findings enhance our understanding of the research landscape in this field and offer valuable insights for future studies. Future studies could examine how the latest technology enhances energy efficiency in the transportation sector and focus on the usage and benefits of hydrogen fuel cell vehicles (HFCVs). [ABSTRACT FROM AUTHOR]

This paper presents the development of a numerical analysis model designed to estimate the lifespan of reduced-diameter wheels used in freight wagons based on their diameter, under quasi-static conditions. These wheels are increasingly being used in combined transport applications, where they are installed in various bogie configurations and subjected to different operational environments. However, due to the unique characteristics of reduced-diameter wheels, their lifespan has been scarcely studied. To accurately build this model, an in-depth investigation of the rolling phenomenon was required, addressing key issues in the track–vehicle interaction and establishing relationships between these factors. After constructing the rail–wheel interaction model, it was applied to calculate the lifespan of wheels with standard, medium, and reduced diameters under identical conditions for comparison. This approach makes it possible to determine the lifespan of reduced-diameter wheels relative to standard ones, as well as to observe how lifespan changes with wheel diameter, and it is observed how lifespan diminishes non-linearly with decreasing diameters. The underlying reasons for this variation are explained through a comprehensive understanding of the rolling phenomenon, enabled by the full analysis. [ABSTRACT FROM AUTHOR]

Public opinion has been identified as one of the main drivers of political action in support of sustainable-transport transitions, making it essential to understand when aiming for effective transport policy. Drawing from both quantitative and qualitative data from the 2021 Montréal Mobility Survey, this paper analyzes public perceptions towards two transport projects—a light-rail transit (LRT) and a bus-rapid transit (BRT). Quantitative statements pertaining to five project impacts were compared between the two projects. Both projects had high levels of agreement (between 67% and 80%) regarding expected regional and environmental impacts, but agreement levels were lower for expected neighborhood, cultural, and residential displacement impacts (between 49% and 30%). To contextualize the quantitative findings, qualitative data were pulled from open-ended questions for both projects and analyzed using an applied-thematic-analysis approach. The qualitative responses focused primarily on negative perceptions, providing insight into potential factors contributing to the erosion of social acceptability. Our analysis of open-ended questions underscored contrasting perceptions between the two projects in terms of improvements in accessibility to destinations (minimal for the BRT vs noticeable for the LRT), governance (transparent for the BRT vs opaque for the LRT), consultation processes (adequate for the BRT vs insufficient for the LRT), and construction impacts (lengthy and disruptive for the BRT vs rapid for the LRT). These contrasting quantitative and qualitative results highlight the need for mixed methods when assessing public perceptions. Findings from this paper can be of benefit to practitioners and policy makers as they aim to ramp up efforts to expand public-transit systems. • Adequate public consultation can contribute to positive public perceptions. • Suburbanites' opposition to change may hinder LRT effectiveness. • Perceived equity of public transit projects can influence social adhesion. • Better communication is warranted on benefits and impacts of transport projects. [ABSTRACT FROM AUTHOR]

• Intention to use ST at T1 is the best predictor of STC at T2. • Time is the major barrier to using a sustainable alternative. • What predicts intention? Perceived behavioral control is the stronger predictor. • Responsibility's Ascription and Consequences'awareness affect STC via Moral Norm. • Social Norms affect STC through Perceived Behavioral Control. According to the European Environment Agency (European Environmental Agency, EEA, 2018), road transport is responsible for 72% of all transport-related greenhouse gas emissions in the European Union (EU), which accounts for 25% of total energy-related emissions (Eurostat, 2018). Thus, it is crucial to identify drivers and barriers to more sustainable transport behaviors. In this regard, the Norm Activation Model and Theory of Planned Behavior have often been used as conceptual frameworks for predicting such behaviors. The present study aimed to analyze the differential impact of both socio-psychological factors and persuasive messages sent through a Personalized Travel Plan (PTP) on Sustainable Transport Choices (STC). To reach this aim we administered a survey two times (T1: Oct./Dec. 2020; T2: March/May 2021) to 398 car users. Measures of constructs included in the Norm Activation Model and the Theory of Planned Behavior, such as behavioral intention, attitude, perceived behavioral control, beliefs, and personal and social norms, were detected. Participants were then exposed to a PTP built on feedback information regarding kilocalories, CO 2 emissions, cost, and time savings when using sustainable transport compared to driving a car. Structural Equation Modeling (SEM) analysis shows that intention to use sustainable transport in T1 is on one side directly predicted by personal norm, perceived behavioral control, and attitude, and on the other side emerged as the main predictor of sustainable travel choices in T2, together with kcal spent, whereas time was the major barrier. Implications and future developments are discussed in the light of the conceptual framework. [ABSTRACT FROM AUTHOR]

The development of electric vehicle fleets is an important element of today's economic, social, and ecological development. This multidimensional sustainable process, although not easy, generates many tangible benefits for various stakeholders, ranging from environmental to financial and competence issues. Despite the fact that the phenomenon of transformation toward rational energy management is gaining momentum on a global scale, there is a significant disproportion in terms of development levels depending on the origin of the economy. The aim of this research article is to identify the key factors affecting the development of fleet electrification in the transport, shipping, and logistics (TSL) sector in Poland. Based on a literature review, a fleet development framework was developed using a PESTEL (political, economic, social, technological, environmental, and legal) analysis and evaluated by TSL companies. According to the conclusions drawn, the most important stimulants are economic factors and technological factors, which limit the development of electrified transport fleets in the TSL industry. Based on this, the authors propose various solutions to improve economic profitability and technological conditions. In addition, it was found that the attitudes of the decision makers at transport companies and cooperation within the TSL sector are also important. [ABSTRACT FROM AUTHOR]

Disruptive policy packages that fundamentally change the current unsustainable passenger transport structures and enable low-carbon mobility transformation are inevitable. This implies the use of more stringent and multiple restrictive (i.e. push) measures. To enable successful implementation, public acceptance is critical, but what drives this acceptance? In this study, two main hypotheses were tested using survey methods that combined a two-group framing with a conjoint experiment: (1) The acceptance of push measures decreases as disruption increases; (2) disruptive push measures are less likely to be rejected when communicated as part of a policy package that included complementary pull measures (i.e. incentives). We conducted this survey with a quota-representative sample of 1,032 respondents from Austria. Two main findings emerge: First, we find low public acceptance of push measures, but observe differences based on the level of disruption (i.e. the measures' intensity or rapidity of implementation). The more disruptive the measure (e.g. a registration ban for fossil fuel cars or a fuel price increase), the more negatively these measures were evaluated by survey respondents. Second, our results indicate the need to communicate and implement high-impact, more restrictive push measures (e.g. car bans) as part of policy packages that include acceptance-boosting pull measures. Successful and acceptable mitigation policies for low-carbon mobility require multiple push measures that are communicated in policy packages together with pull measures. Acceptance levels of push measures are generally low, but acceptance differs depending on how disruptive the respective policy is, with the more disruptive policies being less well accepted. Acceptable combinations of push measures may include higher parking fees, car-free city centres, and street redesign to, e.g. prioritize non-motorized modes of transport. Responses to the presented push measures vary across society, with frequent car users showing higher levels of rejection dependent on the included policy measures, underlining the need to tailor policies for specific contexts. [ABSTRACT FROM AUTHOR]

Healthcare contributes significantly to carbon dioxide emissions, which can be reduced by promoting sustainable mobility amongst staff commuting. This study aims to investigate the national sustainable transport infrastructure for staff of healthcare facilities and utilise this data to develop a novel scoring and ranking system. This was an empirical retrospective observational study. Data was collected on all 47 hospitals sustainable transport infrastructure. A working group calculated the weighted scores for each sustainable transport data point. These scores were used to calculate the Total and Active Sustainability Scores for each hospital, allowing a ranking to be formed. 7 of 47 (15 %) hospitals had EV charging on campus. 17 of 47 (36 %) hospitals had secure bike parking. 2 of 47 (4 %) hospitals had a "bike hub". 18 of 47 (38 %) hospitals had a bike lane. 13 of 22 (59 %) city hospitals had bike sharing facilities. 42 of 47 (89 %) hospitals had one public transport route. City hospitals ranked higher in both Total & Active Sustainability Scores. This study explored a new concept of measuring sustainable transport infrastructure. Frameworks examining sustainability are available, however, none allowed for ranking of hospitals. This study highlights the lack of both research in this field and sustainable transport infrastructure in hospitals. • Development of a novel sustainable transport infrastructure scoring system. • Paucity of sustainable transport infrastructure in hospitals for staff nationally. • Actively commuting to work is beneficial to climate change and public health. [ABSTRACT FROM AUTHOR]

The changes in geopolitical and ecological conditions brought about the need to use environmentally friendly sources of vehicle power. This impacted the accelerated activities related to the use of hydrogen fuel in transport means. Based on the observations carried out in the countries of Central and Eastern Europe, it was found that the process of implementing hydrogen-powered vehicles in public transport is connected with difficulties faced by transport companies with regard to the purchase of these transport means. This study aims to analyse the conditions for making decisions regarding the implementation of hydrogen-powered buses in urban transport. A case study was considered, and the factors influencing the decisions related to the application of hydrogen-powered buses in Poland were analysed. The survey method was used to carry out the research. A questionnaire was developed, and the survey was conducted among representatives of transport companies that provide public transport services in Polish cities. As a result of the research, it was found that city authorities play a key role in deciding on the implementation of hydrogen-powered buses. The highest ranks among the proposed criteria influencing the decision on the purchase of hydrogen-powered buses were the economic ones. The concerns and benefits resulting from the potential purchase of hydrogen-powered buses were also examined. It was revealed that the decision to buy buses is most influenced by factors such as ensuring access to hydrogen and its price. The recommendations for transport companies and city authorities were formulated. [ABSTRACT FROM AUTHOR]

In this article, we analyse India's transport sector policy. The study examines the two important modes of transport, viz., road and rail, and analyses the efficiency of transport infrastructure from 2011 to 2019. Through Data Envelopment Analysis (DEA), we evaluate modes in terms of the capacity of registered road goods vehicles and railway goods wagons, truck km/train km and energy consumption and corresponding freight traffic. The analysis gives valuable insight into the fact that rail infrastructure is more efficient than road infrastructure. Still, current transport sector policies promote energy-intensive carbon-fuel road vehicles rather than energy-efficient alternative transport modes. The study suggests the changes that may be incorporated in inputs to improve the efficiency of the road infrastructure. The Data Envelopment Analysis (DEA)-Malmquist Index analysis reports the need for total factor productivity improvement in rail transport and the introduction of technological innovations in road and rail transport sector management. The study employs a well-to-wheel (WTW) based index to ascertain the energy consumed and pollutants emitted by freight-carrying road and rail modes between two leading business hubs of India, i.e., Ludhiana and Mumbai. The paper identifies policy gaps and suggests a holistic approach for need-based roadway investment and a time-bound development of railway infrastructure in India. Our study generates valuable implications for India's policy planners and government authorities and provides new insights to other countries. • The study examines road and rail transport, and analyses the efficiency and energy consumption of these modes. • The study suggests the changes to improve the efficiency of the road infrastructure. • The Data Envelopment Analysis (DEA)-Malmquist Index analysis and well-to-wheel (WTW) based index have been employed for the analysis. • The paper suggests a need-based roadway investment approach and a time-bound development of railway infrastructure. [ABSTRACT FROM AUTHOR]

Traffic congestion and roadside emissions are severe and common problems in metropolitans. As a promising and sustainable solution to mitigating these vehicle externalities, shared mobility reduces the required vehicle fleet size for serving a given level of demand by sharing a vehicle among travelers with similar schedules and itineraries. Public acceptance is the key to the success of shared mobility development. This study investigates the acceptance of drivers and passengers of two typical competing shared mobility modes, car-pooling and taxi ride sharing, taking Hong Kong as a case study. For an empirical evaluation, an on-street stated preference survey was conducted, and 829 respondents, including 257 private car owners and 572 non-private car owners were interviewed about their travel preferences in three given hypothetical scenarios. In total, 2,487 observations were collected for calibrating two proposed logit-based discrete choice models for drivers and passengers. The model results show that the out-of-pocket cost, in-vehicle travel time, and out-of-vehicle time are key factors influencing travelers' decisions toward car-pooling and taxi ride-sharing. An equilibrium model was proposed and an iteration solution procedure was applied to obtain a convergent solution to balance the demand and supply of drivers and passengers for car-pooling services. Furthermore, sensitivity analyses were carried out to examine the effects of variations in proportions of travel cost and taxi fare shared by passengers for car-pooling and taxi ride-sharing, and to assist in the formulation of relevant transport policies. [ABSTRACT FROM AUTHOR]

Financial resources from the European Union can be an important factor in the development of various sectors of the economy, including transport. Among other things, they are used to make investments in transport infrastructure and in elements related to the operation of sustainable and integrated urban transport. The conducted study concerns the identification of the scope of the use of EU funds by cities and other entities operating urban transport, as well as tasks related to the implementation of the assumptions of sustainable transport in the years 2014-2020. The study covers Polish cities that have benefited from the European Union's subsidies in this regard. The results of the survey allowed us to observe certain trends in the implementation of investments, which are related to the size of urban units, such as the dependence of the type of investment on the size of the city. The smaller the city, the more investments related to the construction of an interchange or interchange centre and fewer investments related to the construction of bicycle paths and roads. [ABSTRACT FROM AUTHOR]

The article presents an analysis of the relationship between the price of fuel and diesel oil and traffic intensity in the city. First, an analysis of fuel prices was prepared over fourteen months and the number of passenger cars and trucks per day was examined at the same time. From the results obtained, the highest, lowest, and average values were obtained. On this basis, it was noticed that when the price of fuel was the highest, there were fewer passenger cars, but when the price dropped, the number of vehicles increased. Another conclusion from the analysis is that when the price of fuel dropped even more than the average, there were no more cars. Based on the analysis, it was noticed that the number of vehicles may vary by up to 8000 passenger vehicles per day within one intersection. Then, a microsimulation model was performed in the PTV Vissim program to check the amount of pollution generated by vehicles in three variants: the highest, lowest, and average traffic intensities. The results show that the average daily CO pollution at the moment of the lowest traffic intensity is 15,000 g lower than the average, so the high price of fuel causes much less pollution for the consumer. [ABSTRACT FROM AUTHOR]

Cycling rates have grown consistently over recent years in cities across the globe. Nevertheless, the lack of policies to promote cycling results in dissatisfaction among cyclists in many cities. In response to this situation, local grassroots initiatives have emerged to pursue more ambitious cycling policies in German cities. However, there is limited knowledge of how grassroots movements influence the cycling policy agenda. Against this background, our article explores the relevance of the grassroots movement "Radentscheid" in four major German cities (Berlin, Frankfurt, Munich, and Hamburg) regarding institutionalizing cycling policymaking. By combining exploratory document analysis, expert interviews, and an analysis of secondary data, we show that the development of cycling over the last two decades in these cities follows three stages: (i) Commitment, when cycling is put on the political agenda; (ii) Imbalanced growth, characterized by a strong increase in cycling but little progress in cycling policies and a decrease in cycling satisfaction; and (iii) Institutional adaptation, when cycling becomes a key issue for local governments due to the pressure from the grassroots movement "Radentscheid". This paper closes with a discussion of the main results and policy recommendations. [ABSTRACT FROM AUTHOR]

Hydrogen combustion engine vehicles have the potential to rapidly enter the market and reduce greenhouse gas emissions (GHG) compared to conventional engines. The ability to provide a rapid market deployment is linked to the fact that the industry would take advantage of the existing internal combustion engine production chain. The aim of this paper is twofold. First, it aims to develop a methodology for applying life-cycle assessment (LCA) to internal combustion engines to estimate their life-cycle GHG emissions. Also, it aims to investigate the decarbonization potential of hydrogen engines produced by exploiting existing diesel engine technology and assuming diverse hydrogen production routes. The boundary of the LCA is cradle-to-grave, and the assessment is entirely based on primary data. The products under study are two monofuel engines: a hydrogen engine and a diesel engine. The hydrogen engine has been redesigned using the diesel engine as a base. The engines being studied are versatile and can be used for a wide range of uses such as automotive, cogeneration, maritime, off-road, and railway; however, this study focuses on their application in pickup trucks. As part of the redesign process, certain subsystems (e.g., combustion, injection, ignition, exhaust gas recirculation, and exhaust gas aftertreatment) have been modified to make the engine run on hydrogen. Results revealed that employing a hydrogen engine using green hydrogen (i.e., generated from water electrolysis using wind-based electricity) might reduce GHG emission by over 90% compared to the diesel engine This study showed that the benefits of the new hydrogen engine solution outweigh the increase of emissions related to the redesign process, making it a potentially beneficial solution also for reconditioning current and used internal combustion engines. [ABSTRACT FROM AUTHOR]

The paper reports findings from a study that examining how cross-platform social media analysis can help to map the digital discourse on sustainable mobility and sustainable transport, and enhance the understanding of sociotechnical low-carbon transport transitions. Using the hashtag search queries #sustainabletransport and #sustainablemobility, 33,121 Tweets (2013–2021) and 8,089 Instagram images including captions (2017/2018–2021) were scraped using the Python modules Twint and Instaloader. Quantitative text and sentiment analyses were applied to the Tweets and image captions. Additionally, an automated machine learning-based image analysis of the Instagram images was conducted using object detection via OpenCV. Synthesized results formed the base for a cross-platform analysis inspired by Rogers' method comprising hot topics/key themes, user mentions, sentiment polarity, and co-hashtags. Notably, electromobility emerged as a prominent theme, particularly on Instagram, while #sustainabletransport was closely associated with active travel, notably bicycling, and #sustainablemobility showcased a dominance of electromobility discourse. The study demonstrates the investigative potentials of cross-platform social media analysis studies to enhance the understanding of sociotechnical low-carbon transport transitions. Drawing on key results, the paper suggests an adapted version of the Geelsean Multi-Level Perspective on Sociotechnical Transitions. [ABSTRACT FROM AUTHOR]

The main purpose of this article is to identify and classify smart and sustainable urban mobility solutions in the context of three narratives for sustainable mobility: electromobility, collective transport 2.0 and low-mobility societies. The research process of this study included the following methods: review of the literature, namely, strategic European documents, sustainable urban mobility plans in chosen cities and scientific publications addressing smart and sustainable mobility, case studies of selected cities in Europe and technology mapping to visualize the study results. The main result of this study is the review of various smart and sustainable urban solutions (SSUM) and their classification within the three narratives of electromobility, collective transport 2.0 and low-mobility societies. This article expands the concept of the three narratives for sustainable mobility with the aspect of smart mobility enriched with the variety of example solutions, case studies and good practices within mobility strategies in European cities. The study results can be useful for different stakeholders engaged in developing and introducing the sustainable mobility strategies in cities. Based on the catalogue of SSUM solutions, presented case studies and good practices, they may gain the necessary knowledge, consider the possible initiatives towards green transformation in cities and finally adjust them to the citizens' need. [ABSTRACT FROM AUTHOR]

Numerous studies estimating transport CO2 emissions in developing countries were on the large scales and few provided high-resolution mapping of transport CO2 emissions from different transport modes according to their respective distribution and diffusion patterns. This study proposed a hybrid method for high-resolution mapping of transport CO2 emissions in metropolitan regions, and applied it to the Beijing–Tianjin–Hebei (BTH) region of China during 2000-2019. The results indicate that: (1) The transport CO2 emissions in the BTH region increased rapidly, of which road transport carbon emissions accounting for approximately 80%, air transport carbon emissions accounting for nearly 20%, railway and water transport accounted for a relatively small proportion. (2) For the transport CO2 emission structure from 2000 to 2019, road transport was still the main source, but its proportion has decreased since recent years, which air transport became the second largest source of emissions and had greater impact on Beijing and Tianjin. (3) The transport carbon emission hot spots were mainly located in Beijing and kept shrinking, while the cold spots were mainly located in the southern part of Hebei Province and kept expanding. (4) The decoupling relationship between county-level transport carbon emissions and economic growth changed from weak decoupling to expansive negative decoupling, showing a non-ideal development in the BTH region. Overall, this study revealed the spatiotemporal characteristics of transport CO2 emissions in the BTH region, based on which specific carbon reduction strategies could be promoted to facilitate sustainable low-carbon transport development in metropolitan regions in developing countries. [ABSTRACT FROM AUTHOR]

The objective of the article was to describe the importance of a good technically and economically planned process for purchasing a rail vehicle. Compliance with this process with safety standards and energy efficiency is crucial regarding effectiveness in the long-life cycle cost of a rail vehicle. Methods that were used focused on audit and document analysis. In the result based on a specific audit of a railway company, some non-compliances were found, and it was methodically proven that they are significant risk factors in terms of performing such processes in the future. Major conclusions regarded the importance of fulfilling legal requirements of SMS for purchase purposes, involvement of a safety engineer post in this process, and usage of technical feedback regarding previous operation of railway vehicles and operational findings from the past. The transport policy of the EU and other developed countries sets ambitious goals for reducing energy consumption in transportation activities, which is linked to the aim of reducing environmental burdens. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic disrupted travel behaviours for very large numbers of people including those who shifted to teleworking and those without the option to work from home. While there is much valuable transport research that has examined the former category, it is still unknown how certain people such as health sector employees and delivery drivers changed their physical commuting in transport contexts that were radically different from those existing normally in urban areas. Based on a systematic review of 36 scientific publications on commuting during pandemic, this study pursues a dual objective. First, by examining the interrelated institutional, physical, and socio-psychological processes that supported or hindered low-carbon transport the study revealed that (A) public transport (PT) reduced service levels and concerns related to COVID were positively associated with substantial shifts away from PT towards car and active travel; (B) this positive association was found to be even stronger in the existence of pre-pandemic habit of car use for commute and strong negative emotions like fear triggered by environmental changes and health risks. Second, by synthesising the key findings from the literature, this study provides significant implications for how mode choice is modelled through the Theory of Planned Behavior and Norm Activation Model. By questioning whether the pandemic commuters had a "normal" set of travel mode alternatives to choose from, the study draws attention to the nuances of mode "choice" versus mode "use" and moves beyond the assumption that commuting always results from individuals making choices. It also argues that the role of (negative) emotions along with the importance of proximity to, or separation from, other bodies on how people commute should be considered in future research. Finally, the crucial role of COVID-19 in changing travel-related norms and the resulting long-term implications for policy interventions require further investigation by future research. [ABSTRACT FROM AUTHOR]

Cities around the world are trying to understand if and how to regulate urban mobility in a way that stimulates innovation and supports business while also promoting public values and accelerating a sustainability transition. Service providers are also attempting to understand how to grow and thrive as a business as they challenge existing urban mobility structures and practices via new mobility services, new uses of public space, etc. Thus, this article seeks to understand the interplay between business models and public policies and, ultimately, the implications policy instruments have on shaping conditions for sustainable urban mobility. To address these questions, a qualitative approach is utilized, comprising case studies of two 'new mobility' service providers (Bolt and Tier) operating in three Northern European cities (Oslo, Stockholm, and Berlin) including interviews with these companies and local public actors. Findings show that the business models are influenced by legitimization on the national level, the local authorities' and service providers' approaches, and policy instruments related to the right to operate, including caps, geographic coverage, parking, geofencing, and data sharing. Utilizing business models and multi-level perspectives, the findings are discussed in relation to actualizing sustainable transport, e.g. interdependencies, goal alignment, and temporal and spatial considerations. The authors emphasize the importance of learning by doing, policy mixes (versus instruments), and purpose-driven collaboration among stakeholders. [ABSTRACT FROM AUTHOR]

Transitioning to electric motorcycles (EMs) can reduce dependence on carbon-based fuels, mitigate air pollution, and lower greenhouse gas emissions in countries where motorcycles dominate the transportation landscape. However, the factors influencing fleet electrification in these countries remain largely unknown. Given that this challenge pertains to the prior adoption of new technology, technology acceptance theories can provide valuable insights into the adoption of EMs. Additionally, misinformation about EM risks and self-assessment of knowledge could interact as determinants of adoption. This study integrates the Technology Acceptance Model (TAM), the Theory of Planned Behavior (TPB), and perceived risk to elucidate the impact of psychosocial factors on consumers' intentions to use EMs. Furthermore, it examines the direct and moderating effect of subjective knowledge about EM technology on the formation of this behavioral intention. Structural Equation Modeling (SEM) analysis was applied to investigate data collected from 762 respondents through personal interviews using a questionnaire. The results confirm that all original TAM and TPB constructs significantly influence behavioral intention, aligning with theoretical expectations. As hypothesized, perceived risk was found to exert a negative influence on the intention to adopt EMs. Additionally, subjective knowledge was observed to moderate the relationship between perceived usefulness and subjective norms concerning the intention to use EMs. These findings offer a roadmap for developing strategies aimed at encouraging adoption intentions toward EMs, particularly in countries like Vietnam. • Misinformation about EM risks and self-assessment of knowledge could interact as determinants of adoption. • The model was developed by intergrating TAM, TPB and perceived risk. • Structural Equation Modeling (SEM) analysis was applied to investigate data collected from 762 respondents. • Perceived risk was found to exert a negative influence on the intention to adopt EMs. • Subjective knowledge was observed to moderate the relationship between perceived usefulness and subjective norms. [ABSTRACT FROM AUTHOR]

Modern rail/road transportation systems are critical to global travel and commercial transportation. The improvement of transport systems that are needed for efficient cargo movements possesses further challenges. For instance, diesel-powered trucks and goods trains are widely used in long-haul unimodal transportation of heavy cargo in most landlocked and developing countries, a situation that leads to concerns of greenhouse gases (GHGs) such as carbon dioxide coming from diesel fuel combustion. In this context, it is critical to understand aspects such as the use of some parameters, variables and constraints in the formulation of mathematical models, optimization techniques and algorithms that directly contribute to sustainable transportation solutions. In seeking sustainable solutions to the bulk cargo long-haul transportation problems in Zambia, we conduct a systematic review of various transportation modes and related mathematical models, and optimization approaches. In this paper, we provide an updated survey of various transport models for bulk cargo and their associated optimized combinations. We identify key research challenges and notable issues to be considered for further studies in transport system optimization, especially when dealing with long-haul unimodal or single-mode heavy cargo movement in countries that are yet to implement intermodal and multimodal systems. [ABSTRACT FROM AUTHOR]

This paper shows the development of a numerical analysis model, which enables the calculation of the cargo transport capacity of a vehicle that circulates through a vacuum tube at high speed, whose effectiveness in transport is analyzed. The simulated transportation system is based on vehicles moving in vacuum tubes at high speed, a concept commonly known as Hyperloop, but assuming the vehicles for cargo containers. For the specific vehicle proposed, which does not include a compressor and levitates on magnets, the system formed by the vehicle and the vacuum tube has been conceptually developed, establishing the corresponding mathematical relationships that define its behavior. To properly model the performance of this transport system, it has been necessary to establish the relationships between the design variables and the associated constraints, such as the Kantrowitz limit, aerodynamics, transport, energy consumption, etc. Once the model was built and validated, it was used to analyze the effects of the variation of the number of containers, the operating speed and the tube length, considering the total and specific consumption of energy. After finding the most efficient configuration regarding energy consumption and transport effectiveness, the complete system was calculated. The results obtained constitute a first approximation for the predesign of this transport system and the built model allows different alternatives to be compared according to the design variables. [ABSTRACT FROM AUTHOR]

• Working from home (WFH) is permanent and could encourage significant trip avoidance. • Despite greater WFH, private motor vehicles could become more dominant post-pandemic. • The expected long recovery of public transport use is a concern. • Significant increases in bicycling and walking are anticipated to continue. An unexpected outcome of the COVID-19 pandemic were the dramatic travel behaviour changes experienced in cities worldwide, which, could result in more sustainable transport systems. Consequently, there is a need for longer-term post-pandemic travel behaviour change research. This study aimed to investigate city-level travel behaviour changes during and post-pandemic. To our knowledge, this is the first qualitative study exploring the permanency of COVID-19 travel behaviour changes. This study involved a literature review of 41 studies and in-depth interviews with 19 transport stakeholders in metropolitan Melbourne, Australia. Melbourne is a valuable study area, given that it was the most locked-down city globally. Overall, the results of this study suggest that post-pandemic travel behaviour will be different to pre-pandemic, with working from home (WFH) an integral influence on travel behaviour. In addition, several overarching travel behaviour changes were identified: WFH significantly increased during the pandemic and is anticipated to continue post-pandemic. Both public transport and private motor vehicle (PMV) trips decreased during lockdowns; while PMV rebounded quickly, public transport remained low, and a long recovery is expected. Active transport (cycling and walking) increased during the pandemic and appear likely to endure. Finally, while shared travel modes have received less attention, modal variance is expected in the future. This study has made several key contributions. It consolidated our understanding of the wide range of urban travel behaviour changes experienced during and anticipated post-COVID-19. Secondly, it synthesised current knowledge of recent post-COVID-19 travel behaviour change research. Thirdly, this study demonstrated that complementary qualitative studies strengthen transport research by unearthing new insight into the reasons underpinning travel behaviours, which could be vital for developing solutions. Furthermore, this study identified critical future research topics. Given that most countries are learning to live with the virus, it is an opportune time to investigate whether these intended travel behaviours have endured. [ABSTRACT FROM AUTHOR]

This paper introduces a comprehensive approach for sizing grid-connected hybrid renewable energy systems tailored for electric bus fleet operations. The study involves two main steps. First, a mathematical model that optimizes the configuration of such systems by considering daily electric bus consumption, solar irradiance, wind speed, and biomass potential is formulated. The model utilizes Pareto frontier multi-objective optimization to minimize the net present cost, the cost of energy, and greenhouse gas emissions. Second, the model is rigorously applied and tested in a real-world case study in Fez, Morocco, using HOMER Pro; the case study centers on the daily energy requirements of the buses, estimated at 2.5 megawatt hours per day, with a peak demand of 345 kilowatts. Two scenarios are explored, revealing a discernible trade-off dilemma between the full hybrid renewable energy scenario (Scenario 1) and the grid-connected hybrid renewable energy scenario (Scenario 2). In Scenario 2, the grid-connected hybrid renewable energy system demonstrates a notable 42.8% reduction in the net present cost, totaling USD 984,624. Similarly, the levelized cost of energy experiences a significant decrease, reaching approximately 0.08 USD/kWh, marking a 38.1% reduction. However, this apparent economic advantage is juxtaposed with a critical consideration—an increase in greenhouse gas emissions from null to 330,418 kg/year. [ABSTRACT FROM AUTHOR]

Road transport has been one of the largest contributors to global carbon emissions. In the Philippines, one such measure is the introduction of a relatively new public transport mode called the “Premium Point-to-Point (P2P) Bus Service”, which features shorter travel time and lower emission intensity than conventional buses. In light of the significant deficiency in transport emission studies for Philippine cities, this paper presents a scenario-based method for quantifying the potential emission reduction benefits of the P2P bus in Metropolitan Manila. Based on a pro rata mode shift assumption, it is estimated that a 1% mode shift of passengers from existing motor modes to P2P buses would lead to 0.64% reduction of total emissions over selected travel routes in Metro Manila. The analytical method addresses the acute emission data scarcity in the Philippines, and provides early evidence on the aggregate environmental benefits of P2P buses. Extensive sensitivity tests are conducted to verify the simulation results and identify key determinants of emission reduction. The tests confirm the robustness of research findings and further uncover the great potential of increasing vehicle occupancy levels to mitigate vehicle emissions in Metro Manila. Policy implications for enhancing the environmental benefits of P2P buses are provided. [ABSTRACT FROM AUTHOR]

The main characteristic of economic analyses of law is the adoption of economic efficiency as the essential criterion in analysing and evaluating the effects of laws. However, contemporary environmental challenges oblige us to radically reconsider not only the legal norms underlying social behaviours but also the methodological approach and the founding principles through which said norms are defined and evaluated. This aspect lays the grounds for a new discipline which could be called quantitative ecological analysis of the law, aimed at quantifying the short- and long-term ecological benefits derived from the introduction of a law. This article develops and discusses the prospect of a quantitative ecological analysis of the law as a methodological approach useful in formulating and evaluating environmental laws. The methodological approach proposed in this article is applied to analysing two new environmental laws and quantifying, in analytical terms, the ecological benefits that could derive from the hypothetical introduction of these laws in the Italian legal system. [ABSTRACT FROM AUTHOR]

Background: Mobility as a Service (MaaS) – bundled mobility and transport services accessible on-demand and on a single platform – has been a popular research topic in recent years. Most MaaS studies, however, are embedded in the context of cities in the Global North, where most of the existing MaaS schemes are operational. Purpose: The purpose of this paper is to give an overview of first findings of studies in the Global South. We aim to answer the following questions: Is MaaS likely to gain traction in the Global South? How does MaaS in the Global South differ from the known model? Can MaaS mitigate transport problems in the Global South? Methodology: We conducted a systematic literature review with a thematic analysis and narrative synthesis. In total, we identified 23 relevant papers that were included for full-text analysis. Findings: A qualitative synthesis of the analyzed papers suggests that: (i) there is a considerable demand and preference for integrated, app-based mobility services and that both public and private actors are likely to push the MaaS concept; (ii) however, different regulatory frameworks, available infrastructures, and user preferences, among others, require an adjusted MaaS model; and (iii) there is initial evidence that MaaS can indeed promote more sustainable mobility behavior in the developing world, although these findings require further validation from MaaS pilots and comprehensive simulation studies. [ABSTRACT FROM AUTHOR]

Background: The transition to carbon neutral mobility will require a lot of carbon neutral energy, but a lot of space as well. In many countries, it will be a challenge to find this space or to import enough energy. Land use indicators related to sustainable mobility usually focus on space for transport infrastructure and parking, i.e. direct land use, and do not include energy supply. Existing literature on the emerging research field of 'energy landscapes' has not covered the transport sector. Objective: The aim of this paper is to estimate the order of magnitude of land or sea area required for carbon neutral mobility. Method: In a well-to-wheel analysis, we investigate the land use for the production, transport, storage, distribution, and charging/refuelling of carbon neutral energy carriers for various modes of transport. The analysis focuses on the Netherlands, but part of the results are expected to be broadly applicable to other countries as well. Findings: The results show that electricity from wind or solar energy supplied to electric vehicles is the most space efficient. Use of hydrogen and synthetic fuels in vehicles takes 2–5 times more land, while use of biofuels from energy crops takes 100 times more land compared to the electricity route. We also conclude that the indirect land use for energy supply for carbon neutral road transport in the Netherlands is in the same order of magnitude as the current direct land use of road mobility. [ABSTRACT FROM AUTHOR]

This study employs the fundamental concept of the American Customer Satisfaction Index (ACSI) model to explore the factors influencing passengers' satisfaction with monorail service in Kuala Lumpur, Malaysia and their reuse intention. The study tests the hypotheses on 417 monorail passengers using a hybrid structural equation modelling based on parameter estimation of partial least squares (PLS-SEM) and an artificial neural network (ANN) method to estimate the proposed model. The results showed that the proposed model explains 70.4% and 59.5% of the variance in passenger satisfaction with the monorail service and reuse intention. The PLS-SEM results for Stage 1 showed that perceived quality and perceived value have a statistically significant influence on passenger satisfaction. Furthermore, all critical factors in the output from Stage 1 were used as the input in the ANN model to overcome the simplistic nature of the SEM model. The results for the ANN model (Stage 2) showed that perceived quality is the most crucial predictor of passenger satisfaction with the monorail service, followed by perceived quality. The outcomes of this study can help service providers, policymakers, and planners develop effective strategies for enhancing user satisfaction and improving monorail ridership. [ABSTRACT FROM AUTHOR]

In this paper, we describe a comparative analysis of a bus route scheduling problem as part of timetable trips. We consider the current uptake of electric buses as a viable public transportation option that will eventually phase out the diesel-engine-based buses. We note that, with the increasing number of electric buses, the complexity related to the scheduling also increases, especially stemming from the charging requirement and the dedicated infrastructure behind it. The aim of our comparative study is to highlight the brevity with which a multi-agent-system-based scheduling method can be helpful as compared to the classical mixed-integer linear-programming-based approach. The multi-agent approach we design is centralized with asymmetric communication between the master agent, the bus agent, and the depot agent, which makes it possible to solve the multi-depot scheduling problem in almost real time as opposed to the classical optimizer, which sees a multi-depot problem as a combinatorial heuristic NP-hard problem, which, for large system cases, can be computationally inefficient to solve. We test the efficacy of the multi-agent algorithm and also compare the same with the MILP objective designed in harmony with the multi-agent system. We test the comparisons first on a small network and then extend the scheduling application to real data extracted from the public transport of the Maltese Islands. [ABSTRACT FROM AUTHOR]

In the years ahead, the majority of the EU member states will be implementing their energy and climate plans. These plans are aimed at fulfilling obligations related to the strategy for the Sustainable and Smart Mobility Strategy and the "Fit for 55" package. The European Commission has presented highly challenging proposals for the decarbonization of the transport sector through electrification and support for innovation. The decarbonization of transport will not be possible without cooperation and mutual understanding between manufacturers, suppliers, and customers, or without proper organization of the transport process itself. High-emission means of transport must be replaced with low-emission ones. In the EU, road transport generates 70% of all transport emissions. There are few scalable decarbonization opportunities in the transport sector. Various kinds of solutions should be promoted, yet at the same time, it is imperative to analyze the current situation and forecast desirable potential future outcomes. By employing optimization theory tools, specifically the SOLVER add-in—an Excel-based optimization tool—the optimum structure of the stock of road transport vehicles in Poland's commercial road transport sector was searched for. Several research hypotheses were formulated, primarily focusing on the potential for electric vehicles to reduce emissions significantly. These findings suggest a promising outlook for this transition, with particular implications for decision-makers in the field of shaping transport policy. As a result of the conducted analyses and simulations, the hypothesis—that the application of selected elements of optimization theory tools allows us to determine the optimum stock structure of the Polish road transport sector in terms of propulsion system type (emission performance) in the context of pollutant emission targets set for the sector resulting from the EU's climate policy targets, the European Green Deal, and the EU's transport policy in terms of decarbonization, taking into account determinants and constraints included in the analysis—was confirmed. An important finding and result is the statement that, in its current state, the Polish road transport sector is not ready for the challenges related to the new goals of climate policy, the European Green Deal, and EU transport policy in the context of decarbonization. [ABSTRACT FROM AUTHOR]

Transportation is a major contributor to anthropogenic climate change driven primarily by private automobility and for nearly a century, cities have used a suite of policies and regulations that reinforce high rates of car ownership. One such regulation is minimum parking requirements, enacted to ensure that private properties can accommodate the storage of private vehicles. In recent years, cities have begun to reevaluate these parking requirements, with some municipalities reducing them, others providing opportunities for flexible parking, and some even removing parking requirements in part or all of the city. This article explores the relationship between parking requirements and car ownership by analyzing a survey of 56 municipalities across Sweden. In this paper, we develop two methods for comparing different parking metrics that municipalities use (parking spaces per apartment and parking spaces per building area). Our analysis examines variation between different sizes and classifications of municipalities. We find that across all municipalities, there is a positive relationship between minimum parking requirements and car ownership, meaning that higher minimum parking requirements are associated with higher rates of car ownership. City size is an important factor in rates of car ownership, but our analysis shows that even among similarly sized municipalities, minimum parking requirements tend to be associated with higher rates of car ownership. These findings show that reducing parking minimums can be an effective policy to reduce car ownership, but it is important to consider that these changes only impact new development and repurposing parking areas in existing housing areas may be an equally effective policy to curb car ownership. • Research on the relationship between minimum parking requirements and car ownership. • Analyze a survey of parking requirements and car ownership in 56 municipalities in Sweden. • Develop and compare two different methods for comparing parking numbers used by municipalities. • Results show a positive relationship between minimum parking requirements and car ownership within similarly categorized municipalities. [ABSTRACT FROM AUTHOR]

This paper proposes a research framework for investigating the travel patterns of dockless bike-sharing and accomplishing the large-scale bike rebalancing at the city level. A case study involving Shanghai combines GPS-based bike-sharing usage data and road network data. First, the spatiotemporal mobility patterns are analyzed visually; then community detection is used to divide the study area into management sub-areas according to the mobility characteristics of bike-sharing users; in addition, a clustering algorithm is used to identify virtual stations. On this basis, a heuristic algorithm is used to generate a rebalancing scheme that enables multiple visits to a given station. The results show that Shanghai can be divided into 28 bike-sharing management sub-areas. Static rebalancing based on the identified management sub-areas reduces the number and driving distance of rebalancing vehicles in use, which is a better outcome than that with a method based on administrative divisions. [ABSTRACT FROM AUTHOR]

Financing of public transportation has been a challenge that needs to be concerned because ridership has decreased by up to 90% with the impact of COVID-19. This study presents sustainable policy recommendations and their cost-benefit analyses for the financing problems in public transportation caused by COVID-19. First of all, the public transportation data of Eskişehir-Turkey between the years 2018-2021 were investigated according to different public transportation modes, and financial losses were calculated for municipality. Secondly, within the scope of the study, six policies were recommended as follows: (i) different network and service plans for public transportation, (ii) new or improved low-budget public transportation, (iii) congestion pricing, (iv) bike, bike-sharing and e-scooter, (v) park and ride, (vi) pedestrianization. Crucial points in the implementation of policies and their possible financial impacts were investigated. According to the findings of the study, total ridership decreased 72.94 million in 2020 and 2021 compared to pre-COVID-19. In different modes, it was observed that the decrease buses ridership was higher than in trams. Municipality financial loss was calculated as $19.69-24.87 million. In the cost-benefit analysis results of recommended policies, net present value was calculated as 0.28-23.36 million $ according to different scenarios and sensitivity analyses. It has been foreseen that this is a very suitable period for the implementation of these policies, they could provide sustainable urban transportation and increase the quality of life as well as solving financial problems. [ABSTRACT FROM AUTHOR]

Modern cities are focused on the implementation of the assumptions of sustainable transport development. They invest in modern solutions and intelligent technologies that improve the mobility of residents and reduce energy consumption and pollution emitted by means of transport. This article deals with issues of smart urban mobility and carsharing, in particular, as one of the examples of the implementation of sustainable transport policy. The objective of this article is a comparative analysis of the pace of development of the carsharing markets in Poland and Germany. The analysis is carried out using statistical and comparative analysis methods. In addition, for a complete presentation of the problem raised, a literature analysis is performed. The research area covers two countries, Poland and Germany, from which ten cities for each are selected for analysis. In addition, to achieve the assumed objective, we also present the basic assumptions of smart mobility and solutions used in cities, and then determine the increase in the number of cars driving in the carsharing system. In addition, the factors influencing the change in transport patterns of urban residents are analyzed, and the importance of modern communication technologies in the development of carsharing systems is emphasized. The results of the analysis can be used as a tool to support the decisions of city authorities in the field of transportation management and, in particular, the implementation of carsharing systems. They also present the dependencies of the spread of this solution in a given urban space. They indicate the largest problems that may affect the introduction of this solution as an element of the city’s transportation system. [ABSTRACT FROM AUTHOR]

Travel restrictions due to COVID-19 initiated a radical rethink of the urban planning process, focussing on a concept initially proposed by Carlos Moreno in 2016; the "15-Minute City" model, aiming at the improvement of quality of life by creating or rearranging cities so that residents' needs can be reached within 15-minutes on foot or by bicycle or by public transit. In continuation to a research in 2020, this paper quantifies the attractiveness of the model to residents in nine regions of Sicily in 2022. Based on statistical analysis concerning the respondents' opinion, the model examined promotes walking as an anti-stress method and improves the overall health conditions at a community level. Therefore, policy makers can revalue the existing planning process and create a blueprint for a healthier and car-free lifestyle. [ABSTRACT FROM AUTHOR]

Transportation and accessibility remain an important consideration in land use planning decision-making if modal shifts towards sustainable forms of transport are to be encouraged. Land value capture (LVC) mechanisms which gather developer contributions can provide new transport infrastructure which supports such a shift. Within England, this has traditionally been pursued through negotiated section 106 agreements, yet data suggest a significant decline in the value of these contributions for transport measures since 2010. This paper investigates the reduction to understand the reasons behind it and then considers the resulting implications for policy and LVC practices using a qualitative synthesis. [ABSTRACT FROM AUTHOR]

Urban transportation is viewed as the second leading source of carbon dioxide emissions. The growing number of vehicles and road infrastructure-based supply in Indian cities is viewed as the essential driver of climate change and relevant consequences affecting the sustainability of cities. In this study, sustainable transport measures were analyzed to understand the emission mitigation potential of the Bengaluru Metropolitan Region's transport sector in Karnataka, India. Relevant policies were identified under the planning, regulatory, economic, and technological instruments and grouped under four policy bundles. The mitigation potential of the policy bundles was quantitatively evaluated in terms of vehicle kilometers traveled (VKT), exhaust emissions, and greenhouse gas emissions. The study also estimated the carbon emission intensity and consumer surplus for different mode users across all policy bundles. The findings from this showed that Policy bundle 4, a comprehensive mix of various policies, demonstrated a critical decrease in VKT and emissions compared with the other policy bundles and, thus, provided good scientific decision support for transport policymakers. The study helps Bengaluru's transport planning authorities in designing comprehensive mobility plans in a much more sophisticated way. The inclusion of public participation in the planning process helps improve sustainability. The consumer surplus provides a better understanding of social benefits derived from the policies, and emissions intensity estimates help understand whether the emissions have decoupled from the economic growth. The study also presents that public transportation plays a major role in solving congestion problems. Thus, it helps the planning authorities to prioritize their investments to make cities more liveable. [ABSTRACT FROM AUTHOR]

Transformative changes are needed in the transport sector to limit global warming. Radical transport disruptions experienced during the COVID-19 pandemic, such as greater Working from Home (WFH) and active travel, present a unique opportunity to reimagine more sustainable transport systems. The aim of the current study was to develop a 2050 transport vision and identify short term priorities for Melbourne (Australia) based on in-depth stakeholder interviews. To the best of our knowledge, this is the first backcasting study since COVID-19. As the city with the 'longest lockdown', Melbourne has valuable lessons for the rest of the world. Overall, participants reported that they were uncertain about the future of the central business district. Participants envisaged that the transport system would be carbon-neutral or carbon-positive. However, private motor vehicles (including electric and automated) were not considered the solution for handling the scale of trips anticipated with the projected population size. Instead, participants perceived that in Melbourne by 2050, there will be less work-related travel due to greater job flexibility and WFH. More localised neighbourhood living (20-minute cities), with most short trips undertaken by active travel, and longer trips by public transport. Furthermore, it was projected that regional centres will grow and the transport system will be for the whole state of Victoria and not just Melbourne. Finally, the study identified short term (2021–2030) travel behaviour priorities and eight immediate actions, including: urban design focusing on inspiring active travel; reallocating road space to prioritise active and public transport modes; planning for micromobility urban freight; improving public transport services; expanding public transport networks; installing electric vehicle charging infrastructure; supporting WFH to encourage trip avoidance; and encouraging political consensus when building major transport projects. • A transport vision and immediate actions for Metropolitan Melbourne (Australia). • Private motor vehicles are not the solution for the scale of trips anticipated. • Local living with short trips by active travel and longer trips by public transport. • Less work-related travel with greater job flexibility and working from home. • Regional centres will grow, and the transport system will be for the whole state. [ABSTRACT FROM AUTHOR]

The continuing growth in passenger transport and the associated increase in CO 2 emissions remain major challenges for our society. Shifting passenger transport to more sustainable modes of transportation contributes to addressing this challenge. Multimodal transportation hubs (MMTHs) coordinate and integrate different modes of transportation by improving transfers between them. In addition, MMTHs offer a high quality of stay with a wide range of services, as well as a compact, mixed-use urban development with a high density of uses around them. The transformation of railway stations and their environments into MMTHs is addressed in discussions of transit-oriented development (TOD) and the concept of "node and place." However, there is a lack of a systemic approach that structures the problem involving the different worldviews of the actors. In addition, the necessary changes and measures are largely unknown. Based on the soft systems methodology (SSM), we conducted 20 SSM interviews and two SSM workshops (n = 10 each). Our results show that the problem can be structured into the three layers of "national long-term integrated optimization of the passenger transport sector and spatial development," "local short-to medium-term planning and implementation," and a "regional, bidirectional transfer by policy-making and planning." The transfer layer between the national, long-term and local, short-term worldviews is key and must be strengthened. Furthermore, we present systemically desirable and culturally feasible measures for each layer to improve the current situation of the transformation—a national MMTH program, creating an overarching vision, a caretaker for local implementation to coordinate the interests of actors, and collaborative development of regional master plans and an explorative approach to ensure bidirectional exchanges between the national and local layers. Although the structuring of the problem and the measures were developed from a Swiss viewpoint, we expect that the results will also be useful for other decentralized states. • Structures the problem of transforming railway stations and their surroundings into multimodal transportation hubs (MMTHs). • Help actors responsible or affected to perceive different worldviews and develop a common understanding. • Present systemically desirable and culturally feasible measures to improve the current situation of the transformation. • A regional "bidirectional transfer layer" between the local, and the national worldviews needs to be strengthened. [ABSTRACT FROM AUTHOR]

Perceived accessibility refers to individuals' subjective perception of how easy it is to reach destinations using a specific mode of transport. As such, understanding the effect of perceived accessibility on travel behavior is essential for creating transport systems and urban environments that are efficient, equitable, and sustainable. This study develops a new integrated model by combining the Norm Activation Model (NAM), the Theory of Planned Behavior (TPB), perceived risk, and perceived accessibility. This enhanced model offers a comprehensive understanding of the factors influencing individuals' intentions to switch to urban train systems. Additionally, the moderating effects of perceived accessibility on the link between personal, contextual factors and switching intention are also explored. The model developed is tested using data obtained from a sample of 535 individuals in Hanoi, Vietnam. This is particularly important because more research in low- and middle-income countries (LMICs) is needed to address the sustainability challenges these nations face due to their dependency on motorized private transport. The findings show that subjective norms have the strongest effect on the intention, followed by personal norms, attitude, and perceived accessibility. This study also confirms the moderating role of perceived accessibility on the link between attitude and switching intention, while the other hypotheses regarding the moderating effects of perceived accessibility are not supported by the findings. These insights aim to inform policymakers and public transport authorities in developing targeted strategies to promote sustainable urban mobility in Vietnam. [ABSTRACT FROM AUTHOR]

• Dynamic bidirectional effects between perceived accessibility and travel decisions. • Effects differ based on transport mode and whether considering behavior or preference. • Perception-behavior theory aligns more with revealed behavior than stated preferences. • Unlike conventional wisdom, travel behavior greatly impacts perceived accessibility. • "Travel behavior" shows less perception-behavior "dissonance" than "travel preferences." In theory, the unidirectional relationship between perception and behavior has been well established. In this line, the relationship between perceived accessibility and travel behavior has also gained traction in the transport domain. There is, however, less knowledge regarding the dynamic of bidirectional effects between these two variables and (in)consistency over time. Employing the Netherlands Mobility Panel data, we investigate the direction of the (causal) effect between perceived accessibility and travel behavior/travel preference. Using a two-wave cross-lagged panel model, we test how this theory works among urban travelers (n = 4,946). The findings show that the relationship between perceived accessibility and travel-related decisions varies depending on the transport mode and whether it is about travel behavior or preference. The effects might show bidirectionality, unidirectionality, or neither. Findings highlight that the perception-behavior theory is primarily consistent with revealed travel behavior as opposed to stated preferences. We find a bidirectional perception-(travel) behavior relationship. Unlike conventional wisdom and commonly used theoretical links, we find that travel mode use has a larger impact on perceived mode-specific accessibility than the reverse effect (the more expected link). Travel behavior also shows consistently lower levels of perception-behavior dissonance than preferences do. The study finds that perception consistently influences public transport use and preferences, unlike for cars and bicycles. Policy-wise, this implies that efforts aimed at correcting misperceptions about the accessibility of public transport could still have a positive impact on individuals' decisions to choose public transport. [ABSTRACT FROM AUTHOR]

Germany, aligned with the European Union, has set important targets for decreasing greenhouse gas emissions by 65% by 2030 and achieving climate neutrality by 2045. In this context, Power-to-X fuels have emerged as promising solutions for defossilizing transport modes less suitable for electrification. However, a significant challenge in developing Power-to-X fuels is the lack of a well-defined regulatory framework for their production and utilization. Thus, this study investigates the regulatory landscapes of the EU and Germany, aiming to comprehend objectives, support schemes, and advancements. A total of 25 legal frameworks from the EU and Germany with direct or indirect effects on Power-to-X fuels were identified. For a detailed and comprehensive policy analysis, a qualitative inductive approach based on a coding scheme and policy content analysis, was implemented. Findings indicate that several updates in the German and EU regulatory frameworks addressed Power-to-X fuels in the 2010s and 2020s. The RED III, the REFuelEU Aviation and the FuelEU Maritime have shown to be turning points for Power-to-X fuels in the EU. In Germany, the most relevant policies are the 37. BImSchV, the National Hydrogen Strategy, and the PtL Roadmap. Key challenges are identified related to the limited coherence among policies supporting the sustainable use of resources for the fuel production. • Reviewing cross-sectoral legal frameworks in Germany and the European Union. • Identifying direct or indirect targets addressing PtX fuels in transport. • Analyzing policies to identify challenges and opportunities. • Presenting status quo of PtX deployments, national and international initiatives. • Proposing recommendations on promoting the production and use of PtX fuels. [ABSTRACT FROM AUTHOR]

Crises are an opportunity to learn, and transportation is no exception. The dramatic reduction in mobility levels during COVID-19, the slow recovery of transit ridership and new trends such as remote working have raised essential questions for the future of public transport. Our work focuses on transit rider segmentation, understanding the heterogeneity of users based on their behaviour before, during, and coming out of the pandemic, and what that means for the economic and social sustainability of transit systems. We asked ourselves two main questions: (i) will people continue riding transit after COVID-19? and (ii) what are riders' reasons behind increasing, maintaining, or decreasing public transport use? Using a two-wave survey conducted in 2020 and 2021, we assessed the motives behind future public transport use in two Canadian cities (Toronto and Vancouver). We used quantitative and qualitative methods, particularly latent class cluster analysis (LCCA), text mining, and qualitative content analysis. We identified six transit riders' profiles, ranging from those experiencing transport poverty who rely on public transport to those more resourced users who will ride less since they can choose alternatives such as remote work, private modes, or active travel. We discuss the policy and practice implications of these results, focusing on what public transport decision-makers should prioritize to benefit disadvantaged groups and recover ridership. [ABSTRACT FROM AUTHOR]

Promoting socially sustainable mobility services for all social groups is one of the key elements for sustainable development according to the UN's sustainable development goals. Mobility as a Service (MaaS), a rapidly growing smart mobility concept, has the potential to achieve this goal. However, measuring societal impacts of MaaS considering vulnerable social groups' (elderly, disabled, low-income people) needs is still a question for scholars, practitioners, and policy makers. This paper presents a practical 3-stage framework to evaluate the accessibility and inclusion of MaaS systems based on a range of indicators, and a multi-criteria decision making (MCDM) method. A worldwide experts' view survey was conducted among transportation academics and practitioners with 105 valid responses to prioritise the main and sub-criteria in proving an accessible and inclusive MaaS system. The results of MCDM analysis show that accessible transport services, accessible MaaS platforms, and accessibility data collection have a share of 51 %, 29 %, and 20 %, respectively. The functionality of the proposed framework has been illustrated on a real-world multi-city MaaS implementation within the Solent area, in particular Portsmouth city located in Southeast England (UK). The policy recommendations proposed in this study shed light on guiding stakeholders and policymakers to select and implement an accessible and inclusive MaaS system. • Mobility as a Service (MaaS) has the potential to contribute to socially sustainable mobility in cities. • A 3-step MCDM framework and a set of indicators are developed to evaluate inclusivity and accessibility of MaaS. • A worldwide experts' view survey was conducted among transportation academics and practitioners to rank criteria and sub-criteria. • Accessible transport services, accessible MaaS platforms, and accessibility data collection have a share of 51%, 29%, and 20%, respectively. • Functionality of the proposed framework is tested on a real-world MaaS project in the UK. [ABSTRACT FROM AUTHOR]

Washington, District of Columbia (DC), like many cities around the world has responded to the UN's call to help national governments deliver on their 2030 Nationally Determined Contribution (NDC) covered under the UN's sustainable development goal #13, Climate Action. DC's contributions to the United States NDC include making its transportation sector sustainable. DC is part of the Washington Metro region which includes jurisdictions in Maryland and Virginia and during the week commuters from both states increase DC's population by almost 80 % exacerbating traffic congestion. Each jurisdiction in the region is responsible for its financial, transportation, and land use policies. To determine whether this system of fragmented governance impacts DC's transportation goals, this study used Banister's sustainable mobility framework to analyze transportation projects constructed or implemented in jurisdictions in the region. The results reveal that fragmented governance has led to jurisdictions in Maryland and Virginia placing greater emphasis on transportation projects that widen, extend, or create new roads and this tends to meet neighborhood or county needs instead of regional targets which would facilitate DC's efforts to reach its sustainable development goals. The study also finds regional agencies such as the Metropolitan Washington Council of Governments, the National Capital Region Transportation Planning Board, and the Transportation Land-Use Connections Program do not have regulatory powers and hence cannot enforce transportation and land use policies nor fund any projects in the region instead each jurisdiction is responsible for its transportation and land use policies. The study also reveals that these regional agencies can be manipulated by local politicians and recommends the creation of a regional governing body that will make decisions on finance, land-use, housing, and transportation and be accountable to constituents and thus avoid interference from local politicians. • Integrating land use and transport promotes sustainable urban development. • To achieve sustainable transportation, cities need metropolitan governance. • Fragmented governance can lead to uncoordinated and contradicting actions. [ABSTRACT FROM AUTHOR]