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A redundant transport network enhances the utility of transport services users by offering multiple alternative modes capable of supporting and substituting for each other when one becomes temporarily unavailable. The objective of this paper is to present empirical evidence of the role redundancy may play in e-scooter sharing services when transit services face temporary disruptions. To achieve this, we analyzed trip data from e-scooter sharing services in Turin, Italy, to assess the impact of seven transit strike events on both the frequency counts and the average length of e-scooter trips. The results indicate a substitution effect between transit and e-scooters during transit disruptions. This redundancy pattern follows a spatial distribution characterized by a distance-decay function from transit stops, resulting in a significant increase (+89%) in trips originating in the vicinity of transit stops during a strike event. This paper contributes to the literature by providing empirical evidence of the e-scooter-to-transit redundancy and its spatial heterogeneity, further defining the complementary/competitive relationship between these two modes. Policymakers and planners can enhance the resilience of urban transport networks by considering dynamic fleet management that anticipates transit disruptions and failures while better accommodating the demand shock of e-scooter sharing services. [ABSTRACT FROM AUTHOR]

While e-shopping may trigger more but shorter trips, i.e., within walkable distances, frequent e-shoppers see private car as more reliable. However, research addressing the interplay between e-shopping and transport mode choice is scarce and mostly focused on urban areas. Against this background, the paper complements current literature by answering the following research question: Is e-shopping behaviour associated with walking to in-store retail instead of using a private car, and what are the differences between urban and rural environments? Germany serves as the spatial laboratory, with the data from the 2017 Mobilität in Deutschland (MiD) survey providing comprehensive insights on mobility and its socio-economic elements. Three logistic regression models are carried out to explore the impact of e-shopping frequency on transport mode choice for three different spatial settings: large agglomerations (≥100,000 inhabitants), urban counties, and rural counties. The results show that people who buy online more frequently in urban and rural counties tend to reach in-store destinations by car instead of walking. On the other hand, the frequency of e-shopping and walking mode choice do not present any association on large urban agglomerations. The socio-economic analysis shows that car owners tend to reach in-store retail by car, while those with higher household incomes are more likely to walk. The paper ends with a discussion of how the results can inform sustainable transport systems to find a balance between online and in-store shopping. [ABSTRACT FROM AUTHOR]

This paper sheds light on the understudied phenomenon of female two-wheeler riders in Bangladesh, and their everyday negotiations of moto-mobility in patriarchal public spaces. In transportation research, female riders have traditionally been characterized as occupying the pillion seat. By conducting ethnographic observations of two-wheeler training clubs in Bangladesh (Dhaka) and qualitative interviews with female riders, the paper expands the discussion of gender and mobility beyond the usual focus on car and public transport in the Global South, which is critical for planning equitable and inclusive transport policies. Using the motility framework (access, competence and appropriation), this paper unravels the cultural, spatial and social dynamics of women's everyday moto-mobility. Through engagement in women-only training clubs which also serve as gendered social spaces, female riders actively build technical and spatial competence. They opt for safety-conscious approaches in driving behaviour, subverting traditional/masculine notions of dominance and authority. The findings also reveal how young riders subvert families and communities to acquire and ride motorbikes, but still largely conform (and adapt) to social norms to manufacture respectability (following normative sartorial choices, sex-segregated seclusion/purdah). In other words, their resistance is in proportion to how much they can assert themselves without facing negative repercussions from communities and society at large. As their presence and performances of micro-subversions rewrite spatial geographies (of risk and respectability), this has implications for reshaping the everyday transport geographies of women in urban public spaces. By presenting gender scripts as an element of appropriation in the constant negotiation of mobility, this paper contextualises motility in a non-western setting, and shows how multiple (seemingly contradictory) gender performances can feed into each other and regroup to facilitate women's access (to mobility) and rights in a gendered city. • Female motorbike riders in Bangladesh negotiate patriarchal urban public spaces. • In doing so, they challenge traditional gender scripts and reconstruct new ones. • Training clubs offer women new and safe spaces for gendered sociality. • Their micro-subversions rewrite spatial geographies (of risk & respectability). • This has implications for everyday geographies of women's mobility in urban spaces. [ABSTRACT FROM AUTHOR]

This paper looks at the relationship between recurring public transport delays, accessibility to jobs, and travel behaviour in the region of Scania, Sweden. The difference between potential (scheduled) accessibility, observed (actual) accessibility, and behaviour is an important part of this research. This paper contributes to the growing body of literature that uses GTFS data (for both scheduled and actual services) to provide a deeper understanding of temporal variations in accessibility with public transport. Historic public transport data were used to develop a measure for typical delays in the region. The accessibility analysis shows that, on average, recurring public transport delays result in a 4–9% reduction in accessibility to jobs in the region. The loss in accessibility varied depending on the travel time budget that was considered and the location within the region. The accessibility analysis also shows that areas with higher concentrations of households with a lower economic standard experience a smaller loss in job accessibility caused by public transport delays. However, the concentration of these effects depends on the measure that is used. The measurement of typical delays was also analysed in relation to actual trips from the regional travel survey. The statistical analysis found that recurring public transport delays were associated with a lower likelihood of using public transport compared to other motorised modes. [ABSTRACT FROM AUTHOR]

High-speed rail (HSR) has emerged as a significant mode for intercity transport in several countries, particularly China, setting an environment that may promote integration between air and HSR networks. To better measure the current level of integration of China's air-HSR intermodal network and identify implementation issues, this paper establishes a novel assessment framework that considers three primary areas: service capability, network connectivity and transfer potential. The framework is based on a comprehensive literature review of network measurement and assessment methodologies. Then, fractal theory is used to establish an assessment model that associates the fractal dimension to the level of intermodal integration, which can serve as an important complement to traditional weighting methods. The model and framework are applied to the 10 cities in China with the potential for air-HSR integration. The results show that international hub airports, together with their closest HSR station, do not necessarily perform at a higher integration level than regional hubs. The paper also proposes policy and practical recommendations to enhance air-HSR network integration levels from service supply, network coordination and transfer design perspectives. [ABSTRACT FROM AUTHOR]

The European Union's Trans-European Transport Network policy (TEN-T) is a key instrument for developing rail networks and achieving the European Union's modal shift and territorial cohesion objectives as set out in the White Paper on Transport. High-speed rail (HSR) is a key element of this policy, as the core TEN-T rail network is to be designed for high speeds. Since the effectiveness of HSR in achieving its objectives has been repeatedly criticized, it is difficult to justify the high cost of developing rail corridors for such speeds. The European Commission has therefore proposed a reduction in the minimum speeds for HSR in a revised proposal concerning the regulation defining the TEN-T network. In this paper, we apply the betweenness-accessibility methodology to model the contribution of each rail corridor in the European long-distance rail network to the accessibility by rail of EU metropolitan regions. After simulating the completion of the already defined TEN-T network which is to be completed by 2030, we simulate speed increases on all remaining corridors with speeds below 160 km/h up to this speed to evaluate the potential accessibility gains of these speed increases. A total of 13 corridors have been selected for the estimation of their upgrade costs, most of which are in Eastern Europe. The upgrade costs were compared with the potential accessibility gains to provide guidance on the most cost-effective way to improve rail accessibility on the European long-distance rail network. [ABSTRACT FROM AUTHOR]

This paper uses Sydney rail data to examine the relationship between station level ridership and local and regional accessibility. We use net transit accessibility, which is the additional number of opportunities reachable by transit over walking to represent the regional connectivity value provided by transit. We map accessibility at transit stations, and use the number of opportunities within walking distance as an indicator of local access. We find elements of place (or local) access, including access to jobs and to residents within walking distance (local access), and nodal (or regional) access, including transit access to distant jobs and residential locations are both significant indicators of station level ridership. In particular, the number of jobs within walking distance of a transit station is the best single predictor of transit ridership. This paper highlights the importance of high density around station areas for transit ridership. [ABSTRACT FROM AUTHOR]

Inland waterways have the potential to enhance port-hinterland connectivity and foster sustainable freight transport. Their development as transport corridors is highly dependent on geography, yet spatial spillovers of port throughput are often overlooked. In Europe, the configuration of inland container terminals can lead to cross-border spillovers. This paper analyzes inland container throughput between 2007 and 2021 in the Rhine-Alpine Corridor to quantify its spatial dependence and economic spillover effects. The assessment involves 43 regions from Belgium, France, Germany, Netherlands, Luxemburg, and Switzerland. A Spatial Durbin Model is developed accounting for economic conditions, fixed effects, and time trends. The results suggest that throughput exhibited spatial concentration patterns, which intensified after water levels dropped in 2018. Second, the spatial dependence is heterogeneous between transport performance in tonne-km vs. TEU-km. Third, technological resources and population density were positively associated with throughput, while the opposite was found for employment and motorways. Notably, the spillovers of technological resources and employment were considerably higher than the local impact. Based on these findings, the paper advises on spatially oriented policies to address low water levels, workforce decline, and the need for new business models. [ABSTRACT FROM AUTHOR]

The Green Belt in England is probably the most longstanding and internationally recognised Urban Growth Boundary (UBG). However, developers, think tanks and academics often accuse UGB's of being the leading cause of the housing affordability problems around the world and articulate an alternative vision of Transit-Oriented Development (TOD). This paper, based upon a regional case study of the West Midlands and 74 interviews with planners and planning stakeholders, argues that the debate around TOD in the Green Belt needs to be more cognisant of regional geographical variation in public transport provision. Moreover, drawing upon the views of planners who play a key a role in allocating land for development, the paper underlines that decisions regarding TOD need to made strategically as reflecting the policy's purpose as a regional growth management policy. Reflecting on the broader academic literature, it highlights the need for greater strategic integration of transport and land-use planning alongside reviving strategic planning to evaluate various spatial blueprints for urban growth management. The paper has broader relevance to international debates about the feasibility and potential of TOD, especially in addressing housing affordability problems around the world. [ABSTRACT FROM AUTHOR]

There is now a long tradition of accessibility research, with an increasingly rich set of frameworks and methods from a distributional perspective. Despite such a positive outlook, many accessibility metrics deployed in research and practice do not consider (dis)utility, which may resonate more clearly with mainstream transport decision-making and planning. This paper seeks to contribute to debates about using utility-based measures as inputs for accessibility assessment of transport infrastructure investments in the Global South using discrete choice modeling and its potential as a bridging language between socially nuanced and economics-driven transport planning practices. This paper uses mixed revealed preferences and stated preferences data collected in Bogotá, Colombia. Then, it uses a logsum accessibility metric to estimate the differentiated impact of a set of infrastructure interventions on the accessibility of residents with different income levels and other socioeconomic conditions. Particularly, the logsum accessibility metric analyses future and structural additions to Bogotá public transport networks, reflecting their effect on the accessibility and consumer surplus in the next 20 years. The proposed approach captures the benefits derived from the transport infrastructure improvements, which has relevance for debates about transport policy and practice in this and similar urban contexts in the Global South. These accessibility gains could be assigned a monetary value to include in project cost-benefit assessments. [ABSTRACT FROM AUTHOR]

Improving public transport accessibility (PTA) has been considered as an effective measure for promoting sustainable urban development. Based on the grid-level data in Nanjing, China, this paper explores the spatially heterogeneous effects of PTA on road traffic CO 2 emissions using a geographically weighted random forest (GWRF) model. A simulation-based counterfactual analysis framework is further proposed to predict the intervention effects of improving PTA. Two kinds of practical interventions, adding facilities and increasing service frequency, are considered in our counterfactual prediction. The effects of improving PTA across different areas are predicted and compared. Our results indicate that the GWRF model with a properly tuned bandwidth outperforms the conventional random forest model. The results of counterfactual analysis show that improving PTA could achieve greater environmental benefits in suburb areas. With the process of urbanization in Nanjing, the population and economy has grown rapidly in suburb areas. Therefore, it is reasonable to improve public transport services in these areas. Based on our findings, PTA has potential to make a significant contribution to sustainable development of urban transportation. Moreover, our findings with respect to heterogeneous effects likely improve the efficiency of local transport policies that target such areas, helping achieve greater environmental benefits. [ABSTRACT FROM AUTHOR]

As car ownership and urbanization continue to rise worldwide, traffic crashes have become growing concerns globally. Measuring crash risk provides insight into understanding crash patterns, which can eventually support proactive transport planning and improve road safety. However, traditional spatial analysis methods for crash risk assessment, such as the hotspot detection method, are mainly focused on identifying areas with higher crash frequency. These methods are subject to critical issues in risk analysis due to ignoring crash impacts and background traffic volume information. Aside from the two issues, current crash risk assessment methods, especially those aiming for cluster detection, are subject to the modified temporal unit problem, referring to the temporal effects (i.e., aggregation, segmentation, and boundary) in cluster detection. To alleviate these issues, this paper applies an emerging hot spot detection method, called the prospective space-time scan statistic (STSS) method, for assessing the crash risk at a refined network scale and over multiple years in a case study of Hartford, Connecticut. By identifying the spatial and temporal clusters of the crash risk, the study can provide evidence for tailoring road safety management strategies in neighborhoods characterized by high crash risk. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic has significantly reshaped travel patterns globally, prompting shifts in mobility preferences and behaviors. After controling for temporal trends and weather, this paper investigates the impacts of the pandemic on station-based bike-sharing and ride-hailing services in New York City (NYC), spanning the periods before, during, and after the pandemic. Specifically, we examine how these transportation modes evolved across various land-use types and pandemic periods. To achieve this, we employ a spatial clustering method to group NYC traffic zones into distinct functional areas, i.e., Mixed Area, Commercial Area, Residential Area, and Educational Area, based on land use characteristics. Subsequently, we develop two time series models based on the seasonal autoregressive integrated moving average with exogenous variables (SARIMAX) model to analyze the impact of the pandemic on trip demand across different spatial areas and years. Our modeling analysis enables us to precisely quantify the average effects of pandemic phases on daily trip ridership, while also assessing shifts in daily trip demand trends across each COVID phase, accounting for variables such as land use and weather. Our findings uncover strikingly different recovery trajectories for bike-sharing and ride-hailing services. Bike-sharing rapidly rebounded, surpassing pre-pandemic trip levels by the end of the reopening phase. In contrast, ride-hailing has not yet fully recovered and continues to lag behind its pre-pandemic levels. Moreover, we observe disparities in cycling recovery across various land-use types, with Mixed and Residential Areas exhibiting faster recovery compared to Commercial and Educational zones. The varying recovery patterns can be attributed to evolving traveler sentiments and preferences, shifts in trip needs and purposes, and the implementation of local policies aimed at fostering sustainable transportation options. [ABSTRACT FROM AUTHOR]

Increasing accessibility and improving cycling safety are the primary objectives of cities and policymakers. In the literature, there are several studies examining cycling safety and few studies examining cycling accessibility. However, few studies conduct a joint examination of these two topics to understand the relationship between them. This paper aims to develop and apply a methodological framework to conduct a joint zone-based analysis of traffic safety and accessibility. The developed framework integrates route choice modelling and four-step modelling into traffic safety and accessibility analysis and the outcome is a novel zone-based crash risk estimation incorporating traffic crashes with trip characteristics (including, trip purpose, origin-destination, and alternative routes). The proposed framework was applied in a case study to examine the injury crash risk imposed on commuting cyclists and job accessibility in the city of Utrecht, the Netherlands. The results illustrate the need to embed trip characteristics into zone-based traffic safety estimation to be able to compare the spatial distribution of traffic safety with other mobility and transport-related indicators. Moreover, the findings reflect on significance of taking route choice features into account in accessibility analysis to avoid overestimating accessibility levels. They show that safety and accessibility levels are not equally distributed in the city of Utrecht. For example, low-income areas generally have lower job accessibility levels and higher cycling crash risks which imply the spatial and social inequalities in the transport system's effects. [ABSTRACT FROM AUTHOR]

Against the backdrop of the strong market expansion of free-floating bikeshare systems (FFBS), the future of government-funded station-based bikeshare system (SBBS) is a matter of controversy. Merely relying on point density analysis proves to be inadequate in reflecting the flow characteristic, this paper employs a flow clustering analysis to investigate the relationship between SBBS and FFBS. To recognize both bikeshare flow clusters with inhomogeneous density and shape in less time, we propose a two-step network-constrained bivariate flow clustering method that organically combines multiplex-network community detection and bivariate flow clustering method. The performance and applicability of the method in flow clustering detection is exemplified by the SBBS and FFBS systems in Nanjing. The results indicate that though FFBS outnumbers SBBS in terms of bikes, there are still specific flow clusters where SBBS performs better. Spatiotemporal patterns of flow clusters reveal that about one-third of flow clusters dominated by FFBS move from the metro station to the business district during the morning peak, while more SBBS-dominated flow clusters (55.4%) move from the residence to the metro station. Conversely, during the evening peak, flow clusters are observed in the opposite direction. Nevertheless, if the difference in bike numbers is significant, SBBS will be at a disadvantage. It is necessary for SBBS to prioritize resource allocation towards target groups and advantageous areas to prevent decentralized development. Our findings contribute to a more profound comprehension of the interplay between SBBS and FFBS, thereby offering more informed recommendations for strategically aligning the functions of bikeshare systems. [ABSTRACT FROM AUTHOR]

In the TIS-based innovation policy mix lens (Kivimaa and Kern, 2016), this paper investigates Dhaka City's low-emission transport policy mix (2000−2021), adopting document analysis and policy mapping exercises in an abductive research approach.The policy mix was geared towards influencing incremental but transformative transport regime change rather than niche stimulation and regime destabilization. It was supportive of selected low-emission transport supply-side solutions rather than transport demand management (TDM). It facilitated a positive role of the development partners in selected low-emission transports by technology transfer, resource mobilization, and local capacity development. While local prospective low-emission transport alternatives, i.e., walking and cycling received little policy support, highemission transports continued to receive it. Potentially disruptive policies were adopted but they lacked specific implementation mechanisms. The complex narratives found to be in play in the Global South inform that, compared to the Global North, understanding low-emission transport transitions in their megacities requires innovative thinking and context-specific approaches. To better capture and explain the unfolding low-emission transport transitions in the Global South megacities, we amended the TIS-based innovation policy mix framework by incorporating two functions – Changes in organizational routines and networks (IT1) and Changes in user practices and preferences (IT2) – aggregated into a new category, i.e., 'Incremental but transformative regime-based change (IT). We argue that a Global South policy mix that supports low-emission transport niches (C-functions), high-emission transport regimes destabilization (D-functions) and incremental but transformative regime-based change (IT-functions) can influence a whole system change towards transport transitions. • The extended TIS-based innovation policy mix analysis can better capture and explain Global South transport transition policies. • Policies tend to stimulate incremental but transformative transport regime change rather than niche stimulation and regime destabilization. • Policies cater to supply-side solutions rather than transport demand management (TDM). • Development partners support low-emission transport transitions by selective technology transfer, resource mobilization, and capacity development. • While local low-emission transport alternatives, i.e., walking, and cycling receive little policy support, high-emission transports continue to receive it. • Potentially disruptive policies often lack specific implementation mechanisms. [ABSTRACT FROM AUTHOR]

In this paper, we propose a conceptual framework to elucidate transport-related social exclusion (TRSE) in rural China. Drawing from participant observations across 146 villages in Guangdong (2643 rural residents), we illuminate the multifaceted nature of TRSE in Chinese villages. In term of interregional transport challenges, rural residents are socially excluded due to inadequate transport infrastructure and services. In contrast, within the microcosm of intravillage transport, residents adeptly harness available transport resources to craft exclusionary strategies. This emergent form of TRSE, distinct from previous paradigms, sees villagers deploying transport as an instrument to deliberately exclude the Other based on the depth and nuances of their interpersonal relationships. This exclusion manifests through unique characteristics: the nebulous contours of marginalised groups, mutual exclusion between rural residents, ethical ambivalence, and its profound resonance with traditional cultural norms. Given the intricate layers that seem to eclipse the phenomena observed in urban contexts, we underscore the imperative for a more nuanced exploration of TRSE in rural landscapes. • Participant observation of 2643 rural residents in 146 villages in Guangdong • A novel form of exclusion based on the depth and nuances of interpersonal relationships • Villagers deploying transport as an instrument to deliberately exclude others • Transport-related social exclusion in rural China manifests through 4 unique characteristics • The nebulous contours of marginalised groups, mutual exclusion, ethical ambivalence, and resonance with traditional norms • Transport-related social exclusion in rural China is rooted in the bedrock of traditional Chinese culture [ABSTRACT FROM AUTHOR]

Severe weather events, such as snowfall, flooding and storms, may affect wide geographical areas and adversely impact discrete transport infrastructure networks (e.g. road, rail) at the same time, thus revealing the existence of geographic interdependencies between these networks. In this paper, we develop two accessibility-based measures to assess the impact of geographic interdependency on resilience based on the concepts of redundancy and substitutability, respectively. These measures are applied to the railway and long-distance bus networks in Scotland. Results reveal that the combined effect of redundancy and substitutability on the accessibility of locations offered by these discrete modes is reduced due to geographic interdependencies, with the extent of losses being positively associated with the spatial footprint of potential events. The results can be used to identify parts of the network where the potential impacts of geographic interdependencies are greatest, and thus require more in-depth scrutiny by network managers. [ABSTRACT FROM AUTHOR]

Veracity is a critical dimension of Big Data, as it is related to the quality of data. Its role is even more important when Big Data are supposed to be a counterpart or a substitute of official data. While the former is usually unstructured and the collecting procedures are unsupervised, the latter is collected in accordance to strict and rigorous methodologies. Mobile phone traces, alternatively called Cellphone Big Data (CBD), can be ascribed among the most popular Big Data typology in transportation analyses, even if they are affected by some biases. This research effort is aimed to contribute to the discussion on Big Data and to shed light on the need of a rigorous assessment of the dataset quality. An in-depth evaluation process was carried out with the comparison of CBD to groundtruth data, namely traffic-related data collected by Anas S.p.A. – Gruppo Ferrovie dello Stato Italiane along a major Italian trunk road. What emerges from this paper is the sensitiveness of CBD to some variables related to both cinematic characteristics of traffic, mobile phone network characteristics and the traffic condition, namely the vehicle occupancy rate. [ABSTRACT FROM AUTHOR]

Although much of the existing research on regional airports focuses on their contribution to regional economic development, regional airports in England, as in other deregulated markets, operate in a highly competitive market and not all have been able to sustain commercial flights. This paper examines the factors that have led to the cessation of commercial air services at English regional airports following liberalisation of the European air transport market in 1992. Six factors which have contributed to air service cessation are identified and potential futures for smaller regional airports discussed. [ABSTRACT FROM AUTHOR]

Although researchers and policymakers have proposed several ideas for improving the travel experiences of Persons with Disabilities (PWDs), they still face several barriers, especially in developing countries. This calls for a new sociological perspective aimed at contextualizing local disability policies and theories to create a disability-friendly society. This paper contextualizes the Ghana disability law through the lenses of Giddens' theory of structuration for the first time to understand the lived transportation barriers for PWDs. Questionnaire surveys involving 664 PWDs with physical, visual, auditory, and speaking impairments, key informant interviews, and field observations were triangulated. Results showed that all agents and structures, namely discrimination/facility managers' attitude, driver attitude, pedestrian behavior, design of facilities, and accessibility, are creating transportation barriers for PWDs in Ghana. Participants voiced exclusion from the design and implementation of transport facilities. Notably, discriminatory attitudes from commuters, drivers, and facility managers make PWDs feel marginalized. The lack of disability-friendly public buses/paratransit services and assistive technologies impedes PWDs' mobility to work, school, and health facilities. These findings show that although the Ghana disability law makes provisions for PWDs' mobility needs, there is weak enforcement. Thus, beyond improving infrastructure and access for PWDs, societal reorientation and enhanced enforcement of the laws are needed to foster empathy towards PWDs. The reorientation-based approach requires enhanced public sensitization, law enforcement, and regular consultation of PWDs in transport planning to improve the social order. [Display omitted] • Investigated transportation barriers for persons with disabilities in Ghana. • Contextualized the Ghana disability law through the lenses of Structuration Theory. • Disabled persons are excluded from transportation infrastructure design. • Disability-friendly paratransit services and assistive technologies are lacking. • Non-disabled commuters and facility managers marginalize disabled persons. [ABSTRACT FROM AUTHOR]

The progression of shared mobility across Europe is remarkable. While station-based car and bike sharing have a more extended history, particularly in major European (capital) cities, recent advancements in modal types and operational models have significantly transformed the shared mobility landscape. Rapid expansion by private organisations has broadened access to shared mobility services across Europe. However, not all European cities are considered potentially viable markets due to local factors such as stringent regulatory frameworks and unfavourable economic conditions. The composition of the local offerings influences how citizens use these services, impacting travel behaviour and the local transport networks differently. Therefore, understanding the availability of various shared mobility schemes across Europe is essential for comprehending the market structure, its development, the providers' decision drivers, and the potential consequences for local transportation systems. First, this paper presents data on various segments and features of the shared mobility market across European cities with more than 100.000 inhabitants. Second, two cluster approaches, i.e. k-means and latent class clustering analysis (LCCA), are conducted to structure this European market. Third, the contextual characteristics, such as socio-demographics, the built environment and the geography, are compared among the clusters using Dunn testing. The results depict that the market is very fragmented, ranging from cities with a minimal offer (i.e. one type of modality available) to cities with a very competitive market consisting of numerous modalities and operators. As expected, the most comprehensive offer of shared mobility is found in cities with the highest economic potential, measured by GDP per capita and population size. However, these cities tend to impose stricter regulations and invest in public schemes, especially for bike and car sharing, affecting the share of private operators. This may explain why private scooter sharing companies are willing to operate in smaller cities that initially seem to lack the economic conditions to accommodate a profitable sharing scheme. In cities where scooters are absent, mainly in Dutch cities, free-floating moped- and bike-sharing schemes have acted as a surrogate. Still, the comprehensiveness of the offer in these cities is considerable, suggesting that even with strict regulatory frameworks, other factors like infrastructure can create an attractive environment for operators. Overall, shared mobility is well-developed in European cities, meaning that many people are already aware of or have access to some form of shared mobility. This provides opportunities for other less-developed modalities, such as cargo bicycles, to further expand and offer specific use cases for car replacement. Therefore, future research could follow up on market developments to understand how various segments evolve and to examine the role of different policy frameworks more thoroughly. [ABSTRACT FROM AUTHOR]

Food accessibility has been a subject of growing interest due to its impact on public health outcomes. This paper describes a spatial analysis method to identify gaps in geographic food access and correlate them with a variety of demographic and socioeconomic factors. The proposed food accessibility metric is the square footage of supermarkets that can be reached within 10 min travel time by walking, biking, driving, and 30 min travel time by walk/transit. The spatial analysis is conducted for the centroids of each census tract within a study area, and the approach is illustrated with an application for the state of Massachusetts. Correlations between demographic and socioeconomic explanatory variables and food accessibility are explored using the Gradient Boosted machine learning model. More specifically, the explanatory variables are percent minority population, percent of population in poverty, vehicle ownership, and population density. The spatial analysis shows a strong correlation between food accessibility and population density. The machine learning model is then used to identify gaps in food accessibility for each transportation mode while controlling for community characteristics. The residuals of the model reveal which communities have the lowest food accessibility relative to other similar communities within the state. This research provides a quantitative method to identify communities that have reduced access to food relative to state-wide trends. Lastly, it provides insights for where policy interventions would be valuable for improving food access in addition to recommendations on increasing food accessibility. [ABSTRACT FROM AUTHOR]

In order to meet the increasingly complex requirements in the fields of logistics and transport, intensive development and application of intermodal transport is necessary, whereby the planning and development of efficient intermodal terminals (IT) as one of the key intermodal transport sub-systems is crucial. Accordingly, this paper deals with the definition of types of inland IT combining different structural elements and the selection of efficient terminal types (TT). For solving this problem, a novel approach for defining the types of inland IT and a hybrid model for evaluating their efficiency are developed in this paper. The model combines the fuzzy EDAS (Evaluation Based on Distance from Average Solution) method of multi-criteria decision-making, used for defining the input weight limits based on the requirements of the stakeholders, and the AR DEA (Assurance Region Data Envelopment Analysis) non-parametric method, used for evaluating the efficiency of the types of inland IT. The applicability of the proposed model is demonstrated by solving the problem of selecting the efficient TTs in the group of "small" inland ITs, based on the analysis of real ITs in Europe. For the most efficient TT, the "small" inland road-rail hub terminal, mainly performing basic, supplementary and accompanying functions, is selected. The selected TT represent the benchmark for the other ITs that have the potential to develop into them and become the important elements in the development of the transport networks, regionalization of the ports and geographic expansion of their hinterlands, which are the key initiators of the regions' macro-economic development. [ABSTRACT FROM AUTHOR]

Despite a potentially revolutionary shift towards electric mobility in the passenger vehicle market, the academic and policymaking communities remain wedded to a techno-economic paradigm that may not fully appreciate deeper social and geographic elements of a transition to electric vehicles. In this paper, based primarily on bivariate statistical analysis as well as a hierarchical regression analysis of a survey distributed to >5000 respondents across Denmark, Finland, Iceland, Norway, and Sweden, we analyze how perceptions and attitudes towards electric vehicles and vehicle-to-grid technologies differ by income, political affiliation, and geography. Although our findings confirm EV ownership and mobility patterns in general are related to income—those with higher incomes both own more EVs and drive more generally—they also confirm that interest in EVs is not so strongly related. Lower income groups seem to ask less from their cars, thus potentially opening up a market for cheaper low-range alternates. Political orientation is correlated to car and EV ownership, with those on the "left" more interested yet those on the "right" more able and willing to buy expensive cars. Moreover, we see variation in preferences across urban and rural subcategories, and our findings strongly suggest that EVs need not be promoted only for city or suburban areas. When controlling for variables, a multilevel regression analysis does not change the overall thrust of these associations. • This paper examines perceptions and attitudes towards electric vehicles and vehicle-to-grid technologies • Those with higher incomes both own more EVs and drive more generally • Lower income groups seem to ask less from their cars, opening up a market for cheaper alternates • Political orientation shows counterintuitive relationships concerning vehicle ownership and EV interest rates • EVs need not be promoted only for city or suburban areas. [ABSTRACT FROM AUTHOR]

This paper highlights the need to expand research on air transport regulation from the institutional to the everyday scale of analysis. Employing the Finnish Foreign Service as an example, it demonstrates how an assemblage approach to diplomatic aeromobility, as a fact of diplomatic working life and an item in geopolitical representations, can open up new angles on and directions for air transport and diplomacy research. Without trying to authoritatively delimit the concept, the article examines how the aeromobilities of diplomacy form overlapping, emerging, and mutually constituting networks at multiple scales, from the micro geographies of the airplane cabin and the geographies of the neoliberal state to the macro geographies of international air transport networks. It demonstrates how diplomats as both co-producers and end users of international air transport networks fill the space onboard a network carrier with a unique mobile working culture, co-produce mutually reinforcing representations with the flag carrier, and bring credibility to air service agreement negotiations. The paper suggests that further research on other geopolitical contexts and components of diplomatic aeromobility is needed. [ABSTRACT FROM AUTHOR]

With the development of social economy and health care technology, people are expected to live longer, and the world's population tends to be ageing. As one of the services for elderly people, the concessionary bus travel programme provides a kind of social welfare for elderly people, while peak-hour traffic pressures (e.g., traffic congestion, traffic injuries, and travel discomfort) faced by elderly people have been ignored. This paper attempts to help society create a better travel environment for elderly people by analysing their travel behaviours. Specifically, using household survey data from Beijing, the statistical analysis is used to paint a more detailed picture of daily travel experience of elderly people with regard to departure times, travel purposes, travel mode choices, etc. Then, a nested logit model is employed to interpret travel patterns of elderly people. The results show that the bus plays the most important role in motorized travel of elderly people. Furthermore, the free bus programme has induced only 4.85% of bus travel among elderly people, indicating that the programme has little effect on elderly people's bus choices. Based on the results of the analysis, several options are proposed in this paper to help society adapt to the changing demographics. [ABSTRACT FROM AUTHOR]

This paper considers the implications of so-called 'big data' for the analysis, modelling and planning of transport systems. The primary conceptual focus is on the needs of the practical context of medium-term planning and decision-making, from which perspective the paper seeks to achieve three goals: (i) to try to identify what is truly 'special' about big data; (ii) to provoke debate on the future relationship between transport planning and big data; and (iii) to try to identify promising themes for research and application. Differences in the information that can be derived from the data compared to more traditional surveys are discussed, and the respects in which they may impact on the role of models in supporting transport planning and decision-making are identified. It is argued that, over time, changes to the nature of data may lead to significant differences in both modelling approaches and in the expectations placed upon them. Furthermore, it is suggested that the potential widespread availability of data to commercial actors and travellers will affect the performance of the transport systems themselves, which might be expected to have knock-on effects for planning functions. We conclude by proposing a series of research challenges that we believe need to be addressed and warn against adaptations based on minimising change from the status quo. [ABSTRACT FROM AUTHOR]

This paper proposes an innovative method of replicating the multi-modal public transport system in Singapore with high precision using smart card database. It replicates the operation of public transport system with known exogenous passenger demand and provides many operational details, including passenger inter-modal trip chains, operational timetable, and detailed transfer behaviour. The paper elaborates on the methodology of the replication including data cleaning, filtering, processing and converting the collected data to meaningful information such as bus journey trajectories and metro system timetable. Thereafter, actualised passenger trip chains are directly assigned to the replicated public transport supply. The resulting replication covers almost 96% of trips made in public transport in Singapore. It provides solid quantitative information on several aspects to support decision making, including precise temporal and spatial travel demand analysis, transfer pattern analysis, traffic condition investigation and bus utilisation analysis. [ABSTRACT FROM AUTHOR]

Most bicycle collision studies aim to identify contributing factors and calculate risks based on statistical data (Loidl et al., 2016). The aim of this paper is to follow this approach, focusing on bicycle-motorized vehicle (BMV) collisions through a spatio-temporal workflow. For the spatial dimension (Kernel Density Estimation (KDE) method), a general estimation of the collision risks was obtained and the labour-intensive work of collecting counting data was avoided on the macro-scale level. The temporal dimension (negative binomial modeling method) focused on data from collisions occurring on bridges, enabling the inclusion of traffic exposure (counting data on the micro-scale level). Bridge collision risks and contributing factors related to road environment and cycling facilities were estimated using databases from eight government authorities and field investigation. For the presented case study, 2044 geo-coded bicycle collisions in the Taipei-Capital Region (Taiwan) were analysed. The data set covers three years (2015–2017) and includes all BMV collisions reported by the police. Through the spatial workflow, urban bridges were identified as areas with the highest density of collisions. This is unsurprising given that bicycle facilities on urban bridges face design difficulties due to limited space, discrepancy in elevation and traffic volume. Through this approach the characteristics of BMV collisions on bridges, traffic engineering, road environment, traffic control system, and driving behaviour were then analysed in the temporal dimension. This paper concludes by providing information relevant to traffic engineers concerning the enhancement of bicycle safety on high-risk areas in the city. In this paper, we aim to (1) understand the risk patterns of bicycle collisions spatially (where?) and temporally (when?), from a region-scale (macro) level to a location-scale (micro) level. To this end, a spatio-temporal (two-stage) workflow was developed for the exploration of the collision data. Through the spatial stage, urban bridges were identified as having the highest density of BMV collisions. Building on results from the spatial stage, we sought to (2) further explain "how" bridge infrastructure influences bicycle collisions in Taipei-Capital Region (Taiwan) by studying contributing risk factors. Countermeasures can thus be made to enhance bicycle safety. This paper is organized as follows. Section 2 provides an overview of the literature related to bicycle collision studies. Section 3 describes the study concept of the spatio-temporal workflow and its methodologies. Section 4 presents the study area and provides the descriptive statistics of BMV collisions. Section 5 describes the data used in spatio-temporal modeling. Section 6 discusses the main results and Section 7 finally concludes with the contribution and recommendation of this research. [ABSTRACT FROM AUTHOR]

Transportation is proving to be the most difficult sector for reducing U.S. carbon emissions. With 86% of American commuters continuing to drive to work, meeting the urgent climate-change challenge requires a pronounced shift to alternative-fuel vehicles (AFVs). Standing in the way of this transition, however, is the dearth of conveniently located refueling and recharging stations. This paper argues that we cannot generalize from the refueling habits of people driving gasoline cars, or from their stated preferences for where they would need or want stations, because they formed those habits and preferences while using a ubiquitous network of gasoline stations. We also must distinguish among the different behaviors engendered by slow and/or home charging of electric vehicles, flexible refueling and recharging of hybrids and flex-fuel vehicles, and fast refueling/charging AFVs. Therefore, this paper reviews the limited literature on the revealed preferences of where actual early adopters of single-fuel, fast-filling AFVs choose to refuel or recharge when faced with the reality of a sparse network of stations. Refueling preferences have been revealed by (1) surveys asking drivers where they usually refuel, (2) intercept surveys at stations, and (3) GPS and card-swipe data. The few existing studies suggest that drivers adapt by focusing more on convenience of locations than price. Drivers refuel more frequently at the same stations, at higher tank or battery levels, more on work-anchored trips, more in the middle of trips, less often near home, more often on their way, and take larger detours compared with drivers of gasoline and diesel vehicles. To put these results in a broader context, the paper compares them briefly with revealed-preference results for slow charging of electric vehicles and with stated-preference results for hydrogen and similar fuels. The paper discusses the implications of these findings for the initial rollout of fast-refueling station infrastructure and identifies gaps in what we know about actual AFV refueling and recharging behavior. • Alt-fuel vehicles (AFVs) are needed to reverse rise in CO 2 emissions from transport • The paper reviews literature on where actual AFV drivers refuel or recharge • Station choice behavior changes when faced with a sparse network of stations • AFV drivers more often refuel habitually, on their way, mid-trip, and near work • Results differ from gasoline refueling behavior and stated preference surveys [ABSTRACT FROM AUTHOR]

Abstract An increase in urban freight transport is inevitable as growing urban populations require more goods, more conveniently. A deeper understanding of the geography and trends of urban freight transport must recognise that it is the aggregate result of a complex web of supply chain interactions. To understand the trends, the behaviour of the underlying supply chains must be understood. Using Global Positioning System (GPS) traces of commercial vehicles and network theory concepts, this paper examines the characteristics of supply chain micro-communities in three urban areas in South Africa. The similarity in the structure of these micro-communities across the three, very diverse, areas suggests that the dynamics that drive supply chain interaction are not dependent on local geography. Four prominent archetypes were identified that account for more than half of the micro-communities in each area. Directionality, geographic dispersion and the balance of importance in the micro-communities are studied in the context of these archetypes. This paper presents a first puzzle piece in deducing urban freight transport patterns from supply chain interaction. Furthermore the results are an empirical benchmark that can validate theoretic models of urban supply chain interaction. [ABSTRACT FROM AUTHOR]

Abstract Extant literature echoes that ports with a high transhipment share (T/S), and thus a high dependency on sea-sea transhipment or T/S flows, are vulnerable. It is less clear whether the vulnerability of T/S oriented container ports leads to more throughput volatility compared to gateway ports (i.e. inland-bound cargo) or ports with a mixed cargo base (i.e. T/S and gateway flows). In this perspective, throughput volatility, which denotes the variability or the dispersion of the cargo throughput in a port throughout a given period, is of great concern to port actors. This paper examines the relationship between throughput volatility in North European and Mediterranean container ports and the sea-sea transhipment incidence/dependency of these ports. First, we group a large sample of North European and Mediterranean ports in transhipment dependency classes ranging from transhipment ports over mixed ports to gateway ports. Second, we calculate the container throughput volatility between 1990 and 2016 based on two volatility measures. Third, we analyse the relationship between these volatility measures and transhipment incidence. Finally, we compare the results per port group (in terms of transhipment incidence level). The statistical test results show that throughput volatility is much higher for transhipment hubs then for other container ports. This paper also points to some regional market-related elements that explain the observed differences in throughput volatility between port groups. This study can help port planners, managing bodies of ports and terminal operators in their decision-making in the field of container port development and commercial strategies. Highlights • We analyse the relationship between container port throughput volatility and transhipment. • A sample of 61 ports is grouped in three transhipment dependency classes. • Two volatility measures are presented and applied. • The statistical findings show that throughput volatility is higher for transhipment hubs than for other container ports. [ABSTRACT FROM AUTHOR]

Abstract In this paper, the focus is on examining children's extra-curricular activities in a high density urban East Asian environment, specifically Hong Kong. The paper offers a framework to understand children's extra-curricular activities time allocation and active travel participation. Three variables of interest are considered: residential location choice (based on residential density), weekly time spent in four different types of out-of-home after-school activities (academic, sports, arts, and other), and level of active travel. The proposed model takes into account common observed and unobserved effects that can be affecting the three outcomes simultaneously. Overall, the findings, based on survey data collected at four primary schools between November 2015 and June 2016 in Hong Kong, show that children's activity and travel behaviour within the same city can differ quite substantially based on neighbourhood environment (notably residential density) and family socio-demographic background. The empirical findings and analysis provide insights for policy development, including those related to (a) targeting children's extra-curricular activity participation for underprivileged groups, (b) promoting work-friendly policies that enable parents to spend more time and participate in more activities together with their children, as well as (c) promoting mixed use and compact development to encourage a more active lifestyle for children and parents alike. [ABSTRACT FROM AUTHOR]

Abstract This paper investigates potential electric vehicle (EV) adoption among households in Atlantic Canada, a region lagging in terms of EV uptake. The data come from a 2015 S urvey for P references and A ttitudes of C anadians towards E lectric Vehicles or SPACE , with an intent to investigate electric mobility prospects in Canada through a series of socioeconomic, attitudinal, and stated preference (SP) questions. A latent class (LC) random utility model is used to segment Atlantic respondents based on their sociodemographic and environmental attitudes, and to estimate their willingness-to-pay for different vehicular features. A separate model is estimated for leading adoption provinces (Ontario and British Columbia), and compared to the Atlantic model. Results indicate that cash incentives and the quality of battery warranty are important features shaping the choice of vehicle powertrain in the Atlantic sample. Contrary to the model obtained from the leading provinces, electric range, maintenance cost, free parking, and access to high occupancy vehicle lanes are not significant attributes in the Atlantic model. With respect to segmentation, the adoption of EVs in the Atlantic model increases with youth, education, and progressive attitudes towards the environment, while income is not a determining factor. Our results imply some support for EVs among Atlantic consumers, though at less advanced levels than the leading adoption provinces in Canada. However, the high purchase price of EVs, lack of financial incentives, and limited public charging infrastructure are seen as key reasons for low EV deployment in Atlantic Canada. The demographic profiles of the plug-in oriented group, found in this study, suggest targeted decisions regarding policy and marketing. Highlights • Paper compares "leading" and "lagging" regions of Canada in terms of how consumers evaluate the choice among powertrains. • Data come from a 2015 S urvey for P references and A ttitudes of C anadians towards E lectric V ehicles or SPACE. • Latent class choice model outputs suggest a higher share of consumers in leading provinces appear open to electric vehicles. • Plug-in oriented consumers in Atlantic Canada make less nuanced evaluations about EVs than their leading region counterparts. • Leading region consumers more clearly evaluate differences between plug-in hybrids (PHEVs) and battery electric vehicles (BEVs). [ABSTRACT FROM AUTHOR]

Abstract Over the past twenty-five years a considerable amount of literature has emerged that addresses inland port development in a variety of ways and in different institutional contexts. A recurring issue throughout most papers focusing on inland ports is the wide diversity of definitions, actors, functions, levels and geographies that are of relevance. Therefore, a literature review on inland port development contributes to defining the most important streams in inland port research. Recent studies show that the concept of inland ports is clearly much richer and more diversified than merely an extension of deep-sea ports or port logistics. However, as much of the literature is still largely based on individual case studies and anecdotal evidences, the conceptualization of inland ports has proven to be particularly difficult. Therefore, this review paper presents a systematic and integrated review of inland port studies, covering 80 international peer-reviewed academic journal papers on inland port development between 1992 and 2017. The results show that much attention is paid on inland ports as components of the 'transport/logistics/supply chain' systems (follower), while their roles as components of the 'regional' systems (leader) are largely overlooked. Such a tweaked focus is likely to pose significant impacts on planning, management, and governance of inland ports. [ABSTRACT FROM AUTHOR]

Abstract The accessibility impacts of transport projects ex-post implementation are generally evaluated using cumulative opportunity measures based on a single travel time threshold. Fewer studies have explored how accessibility appraisal of transport plans can be used to evaluate policy scenarios and their impacts for different social groups or examined whether the results of project appraisals are sensitive to the time threshold of choice. This paper analyzes how different scenarios of full and partial implementation of the TransBrasil BRT project in Rio de Janeiro (Brazil) will likely impact the number of jobs accessible to the population of different income levels. The analysis is conducted under various travel time thresholds of 30, 60, 90 and 120 min to test whether the results are sensitive to the boundary effect of the modifiable temporal unit problem (MTUP). Compared to a partial operation scenario, the full implementation of TransBrasil that extends this corridor into the city center would lead to higher accessibility gains due to network effects of connecting this BRT to other transport modes. Nonetheless, the size of the accessibility impacts of the proposed BRT as well as its distribution across income classes would significantly change depending on the time threshold chosen for the accessibility analysis. Considering cut-off times of 30 or 60 min, both scenarios of TransBrasil would lead to higher accessibility impacts in general and particularly for low-income groups, moving Rio towards a more equitable transportation system. However, under longer thresholds of 90 and 120 min, an evaluation of this project would find much smaller accessibility gains more evenly distributed by income levels. The paper highlights how time threshold choice in cumulative opportunity measures can have important but overlooked implications for policy evaluation and it calls for further research on the MTUP in future transport and mobility studies. Highlights • The study estimates how the TransBrasil BRT project in Rio de Janeiro will likely impact employment accessibility for different income groups • The full implementation of the proposed BRT could benefit up to 58% of the city population, increasing job accessibility by 11% on average • This BRT project could substantially improve accessibility for lower-income groups and reduce inequalities in access to opportunities • The study shows that the conclusions of equity assessments of transport projects depend on the travel time threshold chosen for cumulative opportunity accessibility analysis [ABSTRACT FROM AUTHOR]

Abstract It is widely accepted that land use and public transport planning should be harmonised in order to provide a viable alternative to car transport. Following the Transit-Oriented Development (TOD) concept, many studies and plans aim to concentrate urban development in areas accessible by high-quality public transport. Encouraged by studies asserting the positive relation between urban density and public transport use, scholars and practitioners focused their attention on tools and strategies that increase urban density, thereby overlooking geographical contexts where these strategies cannot be applied. TOD might however be also a valuable strategy in low-density contexts, like lower density parts of metropolitan areas, or suburban areas and small towns. It seems therefore relevant and interesting to develop a methodology to explore the value of TOD strategies in such contexts. Our paper fills this analytical and application gap and proposes to extend the conceptualization and implementation of land use and public transport integration to areas where low-density urban development has already occurred (e.g., low-density suburbs, or areas where the protection of natural and cultural heritage precedes urban development). In such cases, where is not possible to increase urban density around transport nodes, the quality of the transport network plays a decisive role. The approach builds on the Node-Place Model by including evaluations of the quality of feeder networks. We applied the methodology to a case study in the Campania Region in southern Italy, indicating a possible way to evaluate land use and public transport integration while considering, at the same time, the quality of transport as network. The application of the methodology allowed to highlight imbalances between accessibility – by main and feeder transport – and land use intensity, and to sketch urban development strategies and priorities of intervention on the transport network. Highlights • Transit Oriented Development (TOD) research and practice both mainly focus on high density, highly urbanized areas • However, there is evidence that TOD could be a promising strategy also in lower density, less urbanized areas • The paper develops an analytical tool to explore the potential of TOD in lower density areas • The proposed tool is a modification of the node-place model, with extended catchment areas • A case study in the Campania Region is used to illustrate the use of the tool [ABSTRACT FROM AUTHOR]

Abstract This paper examines the two-way relationship between land use and transportation from the perspective of warehouses in the Toronto Census Metropolitan Area. A location choice model is first developed to reproduce the decision process of firms selecting suitable locations to operate warehousing facilities. The results highlight that transportation plays a prominent role in the location of warehouses with proximity to airport, highway infrastructure, and rail to a lesser extent. However, the proportion of industrial land use provides the largest role in the model suggesting that available land and zoning is the most important factor. This paper also studies the impact of warehouse location on freight transportation trips. The resulting analysis highlights that GPS derived trips arising from warehouses near a major airport in Toronto tend to travel 1.8 times further than trips pertaining to other warehouses in the region. This suggests that trips related to the airport are more likely to be connected to a larger supply chain process. [ABSTRACT FROM AUTHOR]

Abstract Accessibility by high-speed rail (HSR) depends not only on station-to-station travel time, but also on access and egress times, which can be determining factors in total journey travel time. However, studies focusing on accessibility analyses of access/egress times to/from stations are less extended in the literature and centre mainly on the influence of access times to stations on HSR accessibility levels on a regional scale. This paper's aim is to evaluate the importance of access and egress times to/from HSR stations in an urban context. We carry out a spatiotemporal accessibility analysis that considers the temporal variations of both taxi and public transport travel times. General Transit Feed Specification (GTFS) files for public transport and TomTom Speed Profiles data for cars are used to measure access/egress times. These kinds of data allow for the calculation of travel times from/to HSR stations through network analysis GIS tools at different times of the day, and thus a spatiotemporal accessibility measure can be obtained. This accessibility measure is complemented by a mass factors representing the activity 'hotspots' in the visited city throughout the workday, which is derived from Twitter data, while population is considered for city of residence. This method was applied to the two largest metropolitan areas in Spain: Madrid and Barcelona, where the influence of access/egress times acquires a higher relevance for rail-based trips. The results obtained show that access and egress times vary significantly during the day, depending on the levels of traffic congestion and the frequency of public transport services, which are always more favourable for taxis. In addition, weighted average access and egress times at the home end are higher than those at the activity end since population tends to show more dispersed spatial patterns than activities. Another interesting finding is that the first and last mile of the HSR trip usually account for a high percentage increase in travel time (about 35% for taxis and 55% for public transport, respectively). These results have important policy implications. The paper suggests that HSR accessibility can be improved also by improving local transport services, scheduling coordination and land use policies. [ABSTRACT FROM AUTHOR]

Abstract Researchers seeking to identify public policies to reduce automobile use have frequently compared characteristics such as population density and freeway provision across metropolitan regions to identify differences, their causes, and their implications for automobile reliance. One frequent comparison has been between metropolitan regions in Canada and the United States given their similar contexts but differing modal shares. However, past studies have produced inconsistent findings with respect to how Canadian and American metropolitan regions can be distinguished with respect to population densities and freeways. In response to methodological concerns with past research, this paper measures population densities and freeways in the 57 North American metropolitan regions with at least one million residents. Two spatial scales (metropolitan region and central core) are used to measure overall density, population-weighted average census tract density, and density of the top 5% of the population. These same spatial scales are also used to measure the absolute and per capita quantities of freeway lanes. The paper provides methodological explanations using Los Angeles and Vancouver as examples. While Canada's metropolitan regions are commonly portrayed as denser and less auto-oriented than their US counterparts, the six largest of Canada's metropolitan regions do not have population higher densities and fewer freeways than all of the 51 largest US metropolitan regions. Indeed, this generalization holds only when individual results are combined to produce national averages, as there are numerous US metropolitan regions that have density and freeways in the same range as Canada's metropolitan regions. The paper discusses some of the differences and recommends approaches for future comparative research into the causes of variation in transport and land use. [ABSTRACT FROM AUTHOR]

Abstract This paper reports a spatial analysis of Electric Vehicle registrations across the local authorities of the United Kingdom during the early phase of market development. Spatial autocorrelation tests are applied in order to identify any spatial organisation in registrations rates and spatial regression models are specified to consider the effect of socioeconomic, household, and transport system characteristics over registrations. Specific attention is paid to the association between Electric Vehicle registrations and the presence of charging infrastructure to consider if registrations are affected by infrastructure in the immediate and intermediate vicinity. The results of the analysis suggest Electric Vehicle demand exhibits a moderate degree of spatial clustering, which indicates the emergence of lead and laggard markets, and that the spatial variation in Electric Vehicle uptake can be partially explained through other characteristics of the local authorities. Characteristics relating to education level, employment status, income level, population density, dwelling type, household size, car availability, and the presence of Hybrid Electric Vehicles are significant factors in explaining the rate of Electric Vehicle registrations. Moreover, the level of charge point infrastructure installed within a local authority is positively associated with EV demand. From a policy perspective, the results reported in this paper indicate that local conditions are likely to be important in the rate of Electric Vehicle adoption, which may be of use when considering the development of geographically targeted interventions to accelerate Electric Vehicle demand. [ABSTRACT FROM AUTHOR]

Abstract Geography is an integral part of the cruise industry since cruises are conducted in the geographical space and thus are submitted to spatial and geomorphological constraints. However, the cruise-literature lacks of research focusing on the geographical aspect of the interactions existing between ports and cruise companies. This paper attempts to fill this gap by examining the spatial networks of two contemporary cruise companies operating in the Mediterranean, using complex network analysis that has been extensively applied to other shipping sectors, such as to the container liner shipping, but not, in a comprehensive context, in the cruise industry. The complex network analysis applied in this paper provides insights about the operational and geographical dynamics of the ports participating in the Mediterranean cruise network, which can help the cruise companies and the port authorities to comprehend and to measure their competitive position in the network. The overall approach develops a novel classification of ports according to their integration in the cruise network, an optimized modularity segmentation of the Mediterranean market by considering both operational and geographical aspects of this network, and an in-depth efficiency comparison between the spatial networks of the cruise companies. [ABSTRACT FROM AUTHOR]