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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]

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]

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]

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]

Users' journeys to healthcare centers generate high greenhouse gases (GHG) emissions into the atmosphere. The aim of this work is to calculate the carbon footprint generated by these trips, considering different means of transport and average distances traveled. For this purpose, data corresponding to six rural healthcare centers in Extremadura (Spain), which provide health services to less than 15,000 inhabitants, were collected. Buildings that have been considered had a built-up area between 1,328 and 3,192 m2 and staff's size ranged from 14 to 38. An average of 400 people was surveyed daily at each healthcare center for 25 random days over one year. Average results are 12.93 kg CO2eq/inhabitant, 50.52 kg CO2eq/m2, 2.97 kg CO2eq/user and 1.08 tCO2eq/worker. Equations for estimating GHG emissions in terms of functional parameters of the healthcare centers were also defined. The transportation-to-healthcare-centers breakdown entails travel by foot (33.5%), by single car (40.4%), by shared car (25.1%) and alternative vehicles (less than 1%). Moreover, it was found that sharing vehicles reduce average annual emissions by 20.5%. Finally, savings obtained in different scenarios increasing pedestrian were analyzed. This study allows to identify opportunities to reduce these GHG emissions, which lead to a lower environmental impact of health activity and is useful to calculate carbon footprint due to the operation of a healthcare center. [ABSTRACT FROM AUTHOR]

The increasing use of car in developing countries is an important reason for traffic congestion and pollution. Using a car may partly reflect a normative choice, but the majority of previous studies that used the Norm-Activation Model (NAM) to study pro-environmental transport behavior were conducted among the general public in high income and developed countries in Europe and Northern America. The present research aimed to examine the causal chain of the NAM theory and the role of the NAM dimensions as well as socio-demographic and situational characteristics for parental sustainable transport mode choice on their children's school travels in an Iranian context. Among the three core NAM dimensions, awareness of consequences refers to how aware people are of the negative consequences of car use. Ascription of responsibility refers to whether individuals perceive themselves to be personally responsible for the consequences of car use, and personal norms are defined as a moral personal obligation to take action for collective benefit. In 2014, a self-completion questionnaire survey (n = 1,078) was carried out among parents of pupils (aged 7–9 years). Results (based on n = 733) showed that the NAM was not significantly associated with sustainable transport mode choice in the current study. However, the structural equation modeling showed that the underlying NAM system was supported by the data. Among the socio-demographic characteristics, parents in households who had more cars were less likely to choose sustainable transport modes. Also, accessibility to public transport had a positive effect on the choice of sustainable transport modes. A potential reason for the lack of empirical support for the behavioral link between the NAM causal chain and sustainable mode choice could have been due to that study area may be rather unsupportive of sustainable transport choices, and spatial factors may be more important precursors of mode use than normative processes. Overall, the current findings showed that demographic, household and situational characteristics were more important than the NAM dimensions in predicting sustainable transport mode choice in an Iranian sample. In order to promote sustainable transport mode use, it seems to be more feasible to focus on developing a safe infrastructure and to extend the availability of sustainable transport options in Iran. [ABSTRACT FROM AUTHOR]

From the transport economic literature, it is known that optimal pricing of (environmental) externalities improves the urban system. In contrast to theory-based optimal pricing strategies, real-world policy setting often follows so-called "backcasting" approaches where certain targets are set, and policy measures are implemented in order to reach those targets. An example for the latter approach is the EU goal to reduce global greenhouse gas emissions in the transport sector by 20% until 2020 with respect to 1990 levels. This article aims to (i) compare optimal pricing and backcasting approaches for a specific case study in a simulation environment by identifying the contribution of each approach in EU's 2020 emission reduction target, and (ii) to determine the costs required to reach the desired targets. For this purpose, an optimal emission pricing strategy is applied to a real-world scenario of the Munich metropolitan area in Germany. The highly differentiated tolls relate to individual exhaust emissions, i.e. they are calculated using damage cost estimates from the literature and vary over time of day, with traffic situation, and with vehicle type. The results indicate that the desired reduction in CO2 emissions is not reached for optimal pricing approach, and that the initial damage costs estimates need to be multiplied by a factor of 5 in order to reach the target, yielding a price of 350 CO2. When aiming at a decrease of the overall emission costs by 20% (CO2 and local pollutants), the initial cost estimates need to be multiplied by a factor of 10. Furthermore, it is shown that the major contribution to the overall emission reduction stems from behavioral changes of commuters and reverse commuters rather than from urban travelers; under some circumstances, urban travelers even increase their CO2 emission levels. Hence, the study rises awareness that conflicting trends for different types of pollutants and different types of individuals are very likely: an increase in non-methane hydrocarbon levels for urban travelers and freight depicts that pricing emissions does not necessarily result in a reduction of all pollutants or of the emissions levels of all travelers. It is shown how agent-based simulations can be used to provide valuable insights and decision support in such possibly counter-intuitive situations. [ABSTRACT FROM AUTHOR]

Vienna, Austria reduced the car share of trips by a third between 1993 and 2014: from 40% to 27%. The key to Vienna's success has been a coordinated package of mutually reinforcing transport and land-use policies that have made car use slower, less convenient, and more costly, while improving conditions for walking, cycling, and public transport. During 32 in-person interviews in Vienna in May 2015, a wide range of politicians, transport planners, and academics almost unanimously identified the expansion of the U-Bahn (metro) and parking management as the most important policies accounting for the reduction in car mode share since 1993. Implementation of sustainable transport policies in Vienna has been a long-term, multi-staged process requiring compromises, political deals, and coalition-building among political parties and groups of stakeholders. This consensual approach to policy development has been time-consuming. Vienna has not been the first city to introduce any particular policy, but it has masterfully adopted successful policies from other cities. The continuity of social democratic governments in Vienna since 1945 has provided a crucial political basis for long-term implementation. The Greens have vigorously pushed for accelerating implementation of sustainable transport policies since becoming part of the ruling coalition government in 2010. The progressive political environment in Vienna has been essential to its increasingly sustainable transport system. Other major cities in Western Europe have also reduced the share of trips by car since 1990. Together with Vienna, they provide useful lessons for other cities throughout the world on how to reduce car dependence. [ABSTRACT FROM AUTHOR]

The objective of this study is to discuss the impact of education and environmental attitudes on the support for sustainable transport policies among civil engineering students. We surveyed a total of 524 students from Kyoto University, Japan, and asked them about the number of environment-related modules they have taken, their attitudes toward environmental issues, and their attitudes toward various transport policies. We first demonstrate that there is a positive relationship between course selection and environmental concern and discuss self-selection issues by comparing civil engineering students with students from other faculties. We then use a structural equation model (SEM) to show that education and environmental concerns also positively influence attitudes to transportation policies aimed at reducing car usage. We conclude that raising awareness of environmental problems and promoting responsibility through the university curriculum is important to educate future transport decision makers as well as to gain general support for sustainable transportation policies. [ABSTRACT FROM AUTHOR]

According to national statistics, 87% of all trips in the United States are by automobile and 90% of commuters typically get to work by car. Statistics for individual trips or the main mode of commuting do not capture variability in individual travel behavior over time. This article uses the 2001 and 2009 National Household Travel Surveys to analyze recent trends in the share of multimodal motorists who use a car and also walk, bicycle, or ride public transport during a day or week. This article identifies trends of multimodal behavior among car users in the United States and provides profiles of these multimodal motorists. During a typical day about 14% of American car users make at least two trips by foot, bicycle, or public transport, while during a typical week about 25% of motorists make at least seven trips by means of transport other than the car. Results from a bivariate analysis and logistic regressions suggest significant shifts toward more multimodal behavior among motorists between 2001 and 2009. Multimodal motorists tend to be younger, educated beyond high school, in households without cars, and live in high-density neighborhoods with access to a rail system. Results suggest that planning for walking, cycling, and public transport benefits a larger proportion of the U.S. population than suggested by traditional trip-based analysis. [ABSTRACT FROM AUTHOR]

This article investigates the influence of both mobility events and household events on modal shift decision for bicycle commuting using data collected from a retrospective survey in the Netherlands. The results from a mixed-logit analysis illustrate the influence of several life events on commute modal shifts in addition to changes in commute time and sociodemographic variables. Job characteristics such as changes in work status and employer, mobility resource, long-term mobility events, and household events are seen to influence commuting decision by bicycle. [ABSTRACT FROM AUTHOR]

Ports are a key driver of change in global transport contexts; they are also affected by and a contributor to climate change. This article, drawing on an international review of ports and climate change activity, and then an Australian case study, shows that ports across the world are important catalysts for social change and governance reform in sustainable transport contexts. Specifically, it is argued that ports are hubs that facilitate governance flow in innovative ways. The article concludes with the suggestion that port governance structures, in facilitating regional, national and transnational networks and governance flows, can become cornerstones for future decision making about climate change in local to international contexts. [ABSTRACT FROM PUBLISHER]

To enhance social equity, three important sustainable transportation initiatives have been introduced in Bogotá. Spatial information and GIS have been used to analyze levels of inequality in access to these initiatives. The results show that the TransMilenio BRT offers equal access for all socio-economic strata (SES). Nonetheless, its modal share is low for the poor due to affordability issues. The Cicloruta bicycle network and Ciclovía recreational program do not offer equal access for all SES, especially for the lower SES. Their users, however, mainly come from low and middle income SES. Marginal network extensions can improve equality in access. [ABSTRACT FROM AUTHOR]

This article presents, based on a survey of experts, a set of lessons learned and best practices related to integrating environmental outcomes in transport public–private partnerships (PPP). They are used to provide recommendations for best practices aimed at providing an understanding of the environmental processes and relationships with respect to undertaking PPP transport investments, specifically meeting the goals of both the private and public sectors in advancing environmental innovation in PPP transport projects. The recommended best practices are a combination of creating a team of experts, specifying environmental outcomes and performance metrics, recognizing the value of environmental performance, providing value incentives, introducing environmental legislation, understanding risk analysis and pooling, and engaging in competitive dialogue. While perhaps intuitive, results of the survey indicate that these practices are not adequately followed in practice. Thus, improved implementation may lead to more sustainable and innovative use of PPPs. [ABSTRACT FROM AUTHOR]

There is growing awareness that urban form and the density, diversity and design of development have significant effects on travel behavior and car usage. Compactness and corridor development, particularly when supported with a mix of different land uses, can result in sustainable transport patterns. The planning experience of Ankara contributes to these arguments, since studies from the 1970s onwards promoted corridor development for the city, with a significant focus on bringing homes and workplaces together. The paper assesses this experience and discusses the effectiveness of, as well as challenges to, planning approaches that promote sustainable urban patterns. [ABSTRACT FROM AUTHOR]

Interest in cycling as a sustainable form of transport has helped foreground questions of gender and mobility. This paper reports on a qualitative study into Australian women's experiences of cycling through the life course. It focuses on the circumstances in which women start and stop cycling and the spatial contexts in which this occurs. The study found that, after childhood, almost half of the respondents had returned to cycling several times through the life course. Changes in women's cycling patterns related to changes in housing, employment, health and family status. The findings suggest productive new way of researching everyday mobility. [ABSTRACT FROM PUBLISHER]

As a crosscutting element of human activity, transportation is an appropriate arena for pursuing sustainability. Conventional transportation in the U.S., based largely on private autos, is untenable in the long run for reasons of congestion, energy consumption, safety, and environmental and human health. To date, response to a growing sustainability movement has been largely incremental. Proactive tools focusing on environmental, economic and social impacts of transportation have the potential to disrupt the status quo, and provide an opening for sustainable practices. Focusing on surface passenger travel, this discussion paper considers four sectors in which transportation-relevant policies or programs are conceived and delivered, orders them roughly along a continuum from conventional to disruptive, and assesses their potential for moving the U.S. toward a more sustainable future. Questions are posed about conventional vs. disruptive, and incremental vs. large-scale, changes. [ABSTRACT FROM AUTHOR]

High urban transport energy consumption is directly influenced by transport energy dependence. Dramatic reductions in urban transport energy dependence or consumption are not yet being widely observed despite the variety of urban planning tools currently available. A new urban development framework is presented to tackle this issue that makes use of a recently developed and successfully trialed GIS-based tool, the Transport Energy Specification (TES). The TES was simulated on a neighborhood in Sao Carlos, Brazil. In the simulation, energy dependence was reduced by a factor of 8 through activity location or infrastructure modifications to the built environment. [ABSTRACT FROM AUTHOR]

Developing countries need effective transport systems for economic and other development. Available systems have almost complete reliance on internal combustion engines fueled by petroleum products whose cost may soon rise dramatically. Grid-connected vehicles (GCVs) have low at-vehicle energy use and can depend on a wide range of renewable energy sources. They have familiar application in public transport vehicles (e.g., trolley buses). Adaptations could be used for freight transport. Deployment of GCV-based systems could provide developing countries with adequate, sustainable transport and enable these countries to leapfrog over developed countries' transport strategies. [ABSTRACT FROM AUTHOR]

Tianjin is a large, northern Chinese city well-known for high levels of nonmotorized transport. Although successful pedestrian areas are often associated with mass transit, the largest pedestrian zone in China is now found at the geographic and historic center of a city with a metro system not yet in operation in 2005. This successful pedestrian environment has acted as a magnet for commercial ventures since its 1999 opening. In this article, we argue that nonmotorized transport in Tianjin supports core area vitality. How such a large pedestrian environment is sustained internally is examined by considering walking distance, trips between shopping centers, the relationship between pedestrian volume and economic activity, as well as the role of pedestrian generators. The data were obtained through 1326 questionnaires, cordon counts, and 141 observed itineraries. It was found that the majority of visitors arrived by bicycle and then walked a mean distance of 780 m before making a final stop or leaving the pedestrian street. Pedestrians made 1.1 stops at stores fronting the street and entered 2.2 shopping centers. Pedestrian generators and large shopping facilities at the street ends were significant contributors to longer walking trips and overall street vitality. The results support the suggestion that very large pedestrian environments are feasible and can operate as single, integrated systems in a larger nonmotorized environment. [ABSTRACT FROM AUTHOR]

Beginning with a review of a 1990 article on the impact of global warming on the transportation infrastructure, this article summarizes the changes in our knowledge of climate change and its impact on transport over the past sixteen years. Although most of the basic scientific knowledge has not changed there has been an increase in our understanding of the potential impacts. It is noted that this field of study has evolved from the pure concern for global warming into a general concern for sustainable transportation and the other factors that make transport non-sustainable: local air quality problems, injuries and fatalities from motor vehicle incidents, petroleum resource depletion and congestion, as well as concerns over what can be done about the various negative externalities of transportation today. It is the field of sustainable transport broadly defined that now dominates nearly all research in transport. [ABSTRACT FROM AUTHOR]