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International audience; This research provides an exploration of the relationship between flexible work arrangements (FWA), CO2 emissions, and household travel allocation among dual-earner couples. Using data from the United Kingdom National Travel Survey for the period between 2002 and 2017, we develop a path analysis approach based on SEM that allows for a comprehensive study of travel behavior and trade-off effects. Results suggest that, although the partner who benefits from FWAs tends to carry out domestic provision and maintenance activities, the allocation of tasks within the household is still asymmetrical. Results also outline that the presence of children will intensely affect the allocation of activities and household arrangements, increasing gender inequalities.

The novel coronavirus disease 2019 (COVID-19) crisis has influenced economies and societies across the globe and will thoroughly reshape our world as it continues to unfold. The pandemic is likely to trigger permanent long-term impacts on the transport sector in the post-COVID world. While a post-COVID “new normal” will be likely to incur negative consequences, it may provide an opportunity to move toward a more sustainable transport sector. This paper is aimed at developing an urban economic model with an energy focus to depict the dynamics of travel demand, energy consumption, and emissions in the post-COVID world. A set of scenarios was created according to model assumptions regarding lifestyle changes and policy interventions accompanied by the expected post-COVID new normal, to explore long-term pathways toward a deep decarbonization of the transport sector. Scenario simulations demonstrated that working from home, online shopping, and a bike-friendly infrastructure will contribute to a reduction in energy consumption and CO2 emissions, whereas a significant shift from bus to car transport and the decreasing use of car-sharing services will adversely affect CO2 emission reductions. The arrival of the post-COVID world may contribute to an 11% reduction in CO2 emissions by 2060, while the maximum reduction potential could be as high as 44%. Supporting policies and strategies for encouraging remote work and online shopping as well as for promoting safe public transport, active transport, and carpooling services are needed to strongly decarbonize the transport sector in the post-COVID world. Moreover, population distribution and urban structure may also be influenced by the arrival of the post-COVID new normal, which warrant further attention for urban planning.

The topic of sustainable transportation has been debated among engineers and policymakers. On the one hand the transport sector plays a vital role in accelerating economic activities for economic development, but on the other hand it releases a vast amount of CO2, which adversely impacts the natural environment. Therefore, the main aim of this paper is to determine the nexus among transport, economic growth and environmental degradation in the 10 Asian economies with highest CO2 emission from 1995 to 2017 by using multi-variate panel data analysis. This study includes the panel pool means group and auto-regressive distributed lag model to estimate the long-run relationship between variables. The result from the Dumitrescu and Hurlin (2012) causality test manifests that there is a unidirectional connection between transport and economic growth. Moreover, the result findings observe a unidirectional causality between transport and environmental degradation. Furthermore, the results manifest that there is an endogenous relationship between transport, economic growth and CO2 emission as well as environmental degradation is mainly influenced by the economic growth and transport sector. The empirical result from this study provided an overview of the attributes of CO2 emissions from the transport sector. The results not only help to advance the present literature but also can be of particular interest to policymakers.

A central feature of Mobility as a Service (MaaS) is the design of subscription plans, also known as mobility bundles. Despite the recognition of the importance of MaaS bundles compared to the Pay as you Go (PAYG) option, there is very little guidance in the literature on what a bundle that is attractive for users and financially viable for the operator might look like. With very few actual MaaS offers in real markets, and a lack of transparency in sharing how successful the few MaaS offers have been, the call for trials has grown throughout the world. The Sydney MaaS trial is the first in Australia to introduce MaaS bundles, using an incremental strategy of adding a bundle each month after a PAYG familiarity period. This paper sets out a framework within which we designed and introduced five bundles, using a co-creation and data-driven approach to bundle design. We present the findings on how successful bundles were in attracting MaaS users away from PAYG, and what this uptake might mean for achieving goals such as reduced transport emissions, notably those associated with private car use.

The multiple dimensions of mobility decisions made by visitors add additional pressure to the sustainable equilibrium of destinations that combine residents’ daily activities with the arrival of tourists. Thus, the use of public transportation by tourists becomes central to improving ecoefficiency and mitigating negative externalities resulting from the massive mobility of tourists at their destinations. This research addresses the determinants of intra-destination public transportation use and departs from the hypothesis that the main impact derives from the transportation choice made during the longest trip from the traveller’s origin to his or her destination. The study uses data obtained from a survey of tourists (N = 939) staying overnight in Tarragona (Catalonia, Spain), a medium-sized historic Mediterranean city. Logit estimations, Chi-square Automatic Interaction Detector (CHAID) analysis and interactions in the logit estimations are used to fulfil the research objective. The results suggest that tailor-made strategies are required to foster the use of sustainable transportation modes at tourist destinations. The study therefore highlights the importance of disentangling tourist profiles in order to properly customize mobility policies.

Today, alternative fuels are seen as a critical area of sustainable technological growth in maritime transport. The International Maritime Organisation (IMO), the United Nations body for maritime issues and other international bodies are in the process of amending and updating the regulations applicable to the shipping industry. Greece is ready to enter the era of liquefied natural gas (LNG) and electricity as marine fuels, as Eastern Mediterranean projects are heading towards adopting these alternative fuels. This study aims to explore the intention of the Greek stakeholders in accepting and using LNG and electricity as alternative fuels. The research objectives are to identify, analyse and evaluate the determinants that influence the intention to accept, diffuse and use alternative fuels, LNG and electricity for marine propulsion, and develop, construct and validate a hybrid model that can be used for future study. This research will clarify possible challenges or barriers to the implementation of technology by stakeholders and contribute to a deeper understanding of the green shipping network. It will also highlight the role of key players in the diffusion phase of technological innovation and the technology itself and its characteristics. Moreover, this research will suggest a unified model using the expansive Technology Acceptance Model (TAM) in conjunction with the Innovation Diffusion Theory (IDT) and external variables affecting LNG and electricity 1) to investigate the intent of implementing the use of such alternative fuels and 2) to inform policymakers concerning sustainable shipping.

The transport department of urban cities always needs to keep abreast of sustainable developments such as in Port Said city that is an important urban city in Egypt. Bike routes planning mission is not an easy occupation, especially in developing countries. Mixed traffic is the main shape of the transportation system in most of their systems. The increase of the bike user's percent is an expected objective and be one of the modern sustainable transport solutions. On another side, a lot of problems and accidents had been occurred according to bike crossings among other transport vehicles; cars, buses, taxis, and others. This paper aims at studying the introduction of the bike route's effectiveness. It concludes the driver's reaction to a definite planning scenario and the optimistic effect of the modal change on the objective function that has been assumed by attaching a suitable time-saving for bike users using the Artificial Neural Network ANNs Approach. It shows the effect of bike speed change on the route using a greedy algorithm. The study designated only four streets from seven selected streets to be suitable routes for bike routes introduction. The average bike speed is predicted to increase from 1.5 km per hour to be 2.4 km per hour after introducing the bike routes.

As governments of various countries attach importance to green transportation, governments have focused their attention to understanding how they can shift the cargo shipping in coastal areas from ...

Electric vehicle (EV) adoption continues to rise, yet EV sales still represent a small portion of vehicle sales in most countries. An expansion of the dc fast-charging (DCFC) network is likely to accelerate this revolution toward sustainable transportation, giving drivers more flexible options for charging on longer trips. However, DCFC presents a large load on the grid, which can lead to costly grid reinforcements and high monthly operating costs—adding energy storage to the DCFC station can help mitigate these challenges. This article performs a comprehensive review of DCFC stations with energy storage, including motivation, architectures, power electronic converters, and detailed simulation analysis for various charging scenarios. The review is closely tied to current state-of-the-art technologies and covers both academic research contributions and real energy storage projects in operation around the world.

The hybridization of power systems offers the low-emission and energy-efficient marine vessels. However, it increases the complexity of the power system. Design, analysis, control, and optimization of such a sophisticated system require reliable and efficient modeling tools to cover a wide range of applications. In this work, a typical DC hybrid power system model is developed using a bond graph modeling approach. Necessary component models of varying degrees of fidelity are developed and integrated to build a system model with reasonable accuracy. The developed system model, along with the rule-based energy management system, is used to simulate the entire system and to investigate the load-sharing strategies as well as the system stability in various operating scenarios. Moreover, the simulation results are validated with experimental results conducted on a full-scale laboratory setup of the DC hybrid power system and with a ship load profile. The results show that the system model is capable of capturing the fundamental dynamics of the real system. The hybrid power system model is further used to analyze the bus voltage deviation from its nominal value. The computational efficiency presented by the system is fairly good as it can simulate faster than real-time. The developed system model can be used to build up a comprehensive simulation platform for different system analysis and control designs. © 2020 IEEE. Personal use of this material is permitted. Permission from IEEE must be obtained for all other uses, in any current or future media, including reprinting/republishing this material for advertising or promotional purposes, creating new collective works, for resale or redistribution to servers or lists, or reuse of any copyrighted component of this work in other works.

The odd-even restrictive driving policy to reduce smog pollution in Delhi, India was implemented for the third time from November 4–15, 2019. This policy aimed to not only reduce personal vehicles on the road, but also motivate commuters toward sustainable transportation. In this paper, we examine public perception toward odd-even restrictive driving and its acceptance based on value-belief-norm (VBN) theory. Further, this study investigates the role of trust in local government in relation to the acceptance of the restrictive driving transport policy. Survey data from 317 responses from the Delhi National Capital Region (NCR) was analyzed with partial least squares structural equation modeling, and results indicate that personal norms, policy effectiveness, and policy complexity significantly influence policy acceptance. The findings suggest that trust in local government reduces the inverse relationship between policy complexity and acceptance. The results emerged as possible insights for policymakers in the effective design of restrictive driving policies and sustainable transportation.

This paper discusses the dual role of the transport sector in the Covid-19 pandemic: spreading the virus around the world and being most negatively impacted by the pandemic. This paper describes and analyzes the following: (a) actions taken by the governments and international community in order to control the spreading and to alleviate negative economic impacts including massive fiscal and monetary stimulus funding; (b) detailed discussions on the impacts of the pandemic on air transport, rail and bus transport, and urban transit, and major countries' responses to reduce the negative effects; (c) discussions on the positive effects of the pandemic on the environment and climate change by suggesting policy measures in order to make it sustainable over the long term. Finally, the paper addresses social acceptance issue of the behavioral changes necessary in the post-pandemic world, in particular reflecting historical experience of the Spanish flu case. We end the paper with some observations and discussion of the normative issues for a sustainable development of the transport sector.

This paper analyzes the importance of bimodal solutions in the rail-road transport of goods with an emphasis on the aspect of ecology within the geographical region of EU-28. Using the panel regression analysis in the period from 2010 to 2019, we are trying to confirm the dependence between the road and rail transport of goods by applying several freight units’ measures: the freight transport performance in tonne-kilometres, the freight transport performance in tonne-kilometres per thousand of USD, and the amount of goods transported in thousands of tonnes. The application of data to all selected freight units’ measures in the regression models confirms a relationship between road and rail transport. A direct relationship between these two modes of transport confirms the complementarity effect, which means that, in most cases, the goods transport solutions require the combination of road and rail mode, where the railway should be considered as the main transport/carrier, the road transport, however, should have the role of short pre-transport or post-transport. The ecological aspect of such bimodal solutions can also be emphasized since the railway transport is considered as an ecological mode.

The article shows efficient ways of cutting the negative impact of transportation on the environment in metropolises as tools of passing-over to sustainable transportation system. The author identifies key ecological problems in metropolises – consequences of using transport, in particular, CO2 transport emissions are studied in view of their volumes and changes that took place during the last 5 years. It was revealed that all over the world transport damages the environment much more seriously than other industries. The author analyzed advanced methods of passing over from traditional to sustainable transport in different aspects (technical, infrastructural and cultural) in order to protect the environment in metropolises with due regard to economic interests. A lot of obstacles were found, such as time, mode of modern life in metropolises, inter-sectoral nature of transport, etc., which hinder the process of shaping sustainable transport systems in metropolises. As a result of the research the author confirms the necessity to work out a sustainable transport system, in spite of complexity of the process. Apart from that, three variants of shaping sustainable transport system were put forward: basic, standard and advanced.

Many scholars have sought effective ways to encourage people to cycle more. A considerable amount of effort has focused on the role of dedicated cycling infrastructure. However, knowledge on the roles and interactions of other factors that are influential in addition to infrastructure in cities where the cycling network is well-developed remains incomplete. In this study, we examined how various individual-level attributes, namely psychological, habitual, and socio-demographic, in addition to the built environment characteristics relate to cycling behaviour of employees of the Erasmus University Rotterdam, in the Netherlands, where comprehensive cycling infrastructure is provided. Specifically, we investigated how these factors relate to being a cyclist or not, as well as how they are associated with regular and irregular cyclists. An online survey was conducted among employees of the university and logistic regression models were utilized for the analyses. Our results showed that the perception of behavioural control is consistently correlated with different cycling behaviour while controlling for socio-demographic and residential built environment factors. Also, we found evidence supporting a trade-off between attitudes and habit across different types of commuters. Socio-demographic factors such as gender and year of immigration to the Netherlands are only related to being engaged in cycling but not to increasing the level of engagement among employees who cycled already. The type of residential area and population/business density at destinations does not appear as a consistent covariate. We concluded that psychological and habitual factors play key roles in encouraging cycling in a city with an extensive cycling infrastructure network.

In this paper, we explore lifetime private mobility milestones in Greece and identify the factors that affect them, to explore the everchanging mobility landscape. In total, five archetypal private mobility milestones were examined: the age of getting a car driving license and the period until getting a car following that, the age of getting a motorbike driving license, the age of getting a first bicycle as an adult, and the age of first traveling by airplane. To this end, duration modeling and namely Kaplan-Meier and Cox Proportional Hazards models were developed. Results show that mobility paradigms are evolving and are affected by a wide array of factors. Generational differences are particularly highlighted, as younger travelers are less likely to get a car driving license or a car sooner but are more likely to get a bicycle as adults. Higher parents’ income diversely affects multiple mobility milestones. Growing up in rural locations and sustainable transport awareness also significantly affect mode choice related mobility milestones. Men were more likely to get both car and motorbike driving licenses at younger ages. The above results highlight the mobility profiles of Greek citizens and the factors that affect them, while offering insights into a future mobility landscape.

This article examines the effect of the development of bicycle policy in Mexico City on existing landscapes of urban citizenship. In Mexico City, NGOs, activists and progressive city officials used Ecobici, the city's bike share system, to promote the bicycle as an innovative, sustainable and socially inclusive mode of transportation in central areas of the city. At the same time, bicycle infrastructure has not yet reached peripheral, low‐income and underfunded districts, where residents rely on bicycles for transportation. I draw on the Cities and Low Carbon Transitions framework to examine bicycle policy as a project aimed at transforming Mexico City's socio‐technical systems for transportation, and I draw on notions of urban citizenship to examine how green urban infrastructures materialize and transform regimes of inequality. The article shows how the bicycle experiment was limited by a consensus that maintained existing power inequalities, favored expert‐driven design targeting middle‐class users, and opted for rapid project implementation over long‐term institutional re‐design and capacity‐building. These dynamics excluded citizens from the planning of bicycle policy and the urban poor from enjoying the benefits of the investments.

Green and sustainable transportation has emerged as a mandatory task in alignment with climate change issues globally. In South Korea, fuel cell hydrogen vehicles (FCEVs) are considered to be an alternative to manage the global climate change paradigm and for local fine dust problems. However, low public acceptance is the greatest barrier to the growth of FCEVs and the hydrogen economy. To address this issue, this article discusses possible strategies for enhancing public acceptance of H2 stations using SWOT-AHP methodology and an additional focused group interview. As a result, the strength factor was the highest 1st class priority factor. In the 2nd class, the SO and ST strategies are highly recommended for enhancing public acceptance of H2 infrastructure. This article concludes with practical policy suggestions and alternatives, highlighting the importance of active research and development for hydrogen safety and the need for government-driven support.

China’s cities have witnessed rapid growth of the consumption economy in recent years. The millennials (defined in this study as those born between 1980 and 2000, also known as Generation Y) have become one of the main forces of domestic consumption. Thus, shopping trips of millennials significantly influence the transportation sector in the context of the consumption society. Previous studies intensively investigated the determinants of non-work travel. However, only a few empirical analyses were conducted on the shopping travel behavior of millennials in China’s cities. In addition, few studies integrated the influence of life stages and shopping habits in their analysis of travel behavior. The purpose of the study is to fill these research gaps by taking Beijing as a case. By using travel survey data in Beijing, this study explores the characteristics and determinants of shopping travel by millennials. A multinomial logistic (MNL) model is applied to investigate the travel mode choice of millennials for shopping purposes. A latent class (LC) model is used to further specify segment preferences according to individual life stages and shopping habits. The impacts of several major factors are addressed. These factors include neighborhood built environments, individual subjective attitudes toward travel, and household attributes. Results show that the completed commercial facilities and public transportation connections surrounding the neighborhoods would encourage shopping by walking or cycling. The findings and conclusions could enhance the knowledge of millennials’ travel behavior and contribute to policy-making to encourage sustainable transport by integrating land use and transportation planning strategies.

Sustainable Development Goals require holistic actions, including activity at the intersection of urban planning and environmental engineering. Turning our cities towards transit‑oriented development might help in reducing pollutant emissions caused by individual transportation modes that rely on crude oil. This research presents how the use of geospatial network analysis can support local decision makers in the evaluation of potential public transport accessibility by citizens in the case of a Central European city – Wrocław (Poland). The obtained results indicate differentiation in access to railway stations and stops, which results from pedestrian path networks and the number of entrances to railway stations. The visualization of serve area shows which parts of the city are excluded from comfortable access to public transport and in that way high‑ light where future actions should be taken.

Car sharing represents a promising solution for sustainable transportation. Considering that there are already many cars that are not used to their full capacity, car sharing communities, whereby a group of people share access to a car, represent a sustainable alternative. However, sharing a car within a community results in the challenge of shared contributions and shared requests and thus, constitutes a social dilemma. From a social dilemma perspective, rational individualistic interests collide with collective interests of the sharing group: While each member would be better off contributing as little as possible and using the car as much as possible, it is in the collective interest of the group that each member pays a fair share and uses the resource fairly. This paper analyzes the problem of contributing to a shared car through the social dilemma framework and focuses on two potential factors that might influence drivers’ behavior: power (e.g., sanctions, expertise) and trust mechanisms (i.e., presenting badges) used by the car sharing community. This paper presents the results of two laboratory experiments. Study 1 (N = 183) reveals that power mechanisms, e.g., sanctions, affect the contribution to a shared car. Study 2 (N = 246) replicates the results of Study 1 and further shows that the presence of a trust mechanism (i.e., badge system) shapes the impact of power on contributions. The current research provides valuable insights for research on car sharing and the sharing economy in general and is particularly relevant for the constitution of sharing communities.

Identification of the most relevant parameters of a sustainable transportation system is regarded as a significant choice that influences the success of policy-related intervention to improve efficiency. A hybrid-based approach has been used to analyze the data in multiple steps to improve accuracy and objectivity. In the first step, evidence on social, economic, and environmental indicators was formed for each opinion and then combined. The second step proposed a mathematical framework to treat indecision on the indicators collected from multiple sources, viz. expert and public opinion survey, models, and actual measurement during pre- and post-implementation stages of the Odd–Even scheme. By setting up, a reliability function and consistency index are used to evaluate and rank the Odd–Even transportation scheme introduced by the Government of Delhi. A case study in South Delhi's surrounding areas has been examined to demonstrate the proposed hybrid approach and evaluate the parameters in terms of the index. The result shows that the indicators like trip cost, trip time, safety and security, user’s satisfaction, congestion level, parking demand, and fuel consumption affected positively by 1766.6, 22.9, 283.3, 19.1, 187.5, 200, and 17.2 percent, respectively, after the implementation of the scheme. The overall increase in the index was found as 28.2%, which favors the “Odd–Even” scheme as a sustainable transportation measure in Delhi.

India’s intended nationally determined contribution emission which is safe, smart and sustainable green transportation network. Azadpur Mandi which is known for the biggest selling place of fruits and vegetable in Delhi is becoming a place of very heavy traffic area zone. People who are living nearby and the people coming to Azadpur Mandi facing a lot of traffic and also because of no proper direction hinted there people are not able to reach their destination on time. This paper assesses urban traffic congestions and its impact on the daily life of stakeholders and also advocates some possible solutions. In this research found results the number of vehicles has increased in the last ten to fifteen years. The total number of categorised vehicle has also increased. Azadpur Mandi has impacted the land value of the surroundings. The road infrastructure is not sufficient to cater to the traffic volume of this area. The number of lanes in this area is less. This paper outlines the problems of traffic congestion in Asia’s largest sabji (Vegetable) Mandi by using statistical tools. There are very few parking lots inside and outside of the Mandi. This paper investigates the goal 11 of Sustainable Development Goals (SDGs). Goal 11 says to make cities safe, resilience, sustainable. According to the Delhi Traffic police, Azadpur is one of the most accident-prone hotspots of Delhi.

Sustainable transportation is one of the solutions to global warming because road transport is responsible for a considerable part of the total carbon emissions. Electric vehicle (EV) technology is still developing, and most of the available brands market them as either environmentally friendly or operationally economical compared to internal combustion engine based traditional vehicles. However, the adoption rates of electric vehicles across the globe are meager. Customer engagement (CEN) is one of the emerging concepts for gaining and retaining users of a product. This research analyzes CEN in EVs based on more engaging features and technologies, i.e., smart connectivity features. Unfortunately, this vital research area remains unexplored in academia. The role of customer experience and customer brand value is also analyzed in relation to smart connectivity features and CEN. The study uses partial least square-based structural equation modeling to analyze the collected data through a web-based survey. The results show that smart connectivity features have a significant positive impact on CEN in EVs. Smart connectivity features also have a significant indirect effect on CEN through customer experience. Further, customer brand value has a direct impact on customer experience, and customer brand value also has a significant indirect effect on CEN in EVs. These results have significant theoretical and managerial implications.

Society’s planning for and dependence on automobility has created several major problems and calls for a shift away from car-based mobility are proliferating. There is a growing recognition of the ...

An electric mobility ecosystem, which resembles a human-centred cyber physical (HCP) system, consists of several interacting sub-systems that constantly communicate with each other. Cyber-security of such systems is an important aspect as vulnerability of one sub-system propagates to the entire system, thus putting it into risk. Risk assessment requires modelling of threats and their impacts on the system. Due to lack of available information on all possible threats of a given system, it is generally more convenient to assess the level of vulnerabilities either qualitatively or semi-quantitatively. In this paper, we adopt the common vulnerability scoring system (CVSS) methodology in order to assess semi-quantitatively the vulnerabilities of the communication in electric mobility human-centred cyber physical systems. To this end, we present the most relevant sub-systems, their roles as well as exchanged information. Furthermore, we give the considered threats and corresponding security requirements. Using the CVSS methodology, we then conduct an analysis of vulnerabilities for every pair of communicating sub-systems. Among them, we show that the sub-systems between charging station operator (CSO) and electric vehicle supply equipment (charging box) as well as CSO and electric mobility service provider are the most vulnerable in the end-to-end chain of electric mobility. These results pave the way to system designers to assess the operational security risks, and hence to take the most adequate decisions, when implementing such electric mobility HCP systems.

The increasing emissions from the transportation sector pose substantial hazards to the environment and human health around the world. With the rapid development of information and communication technologies, ridesplitting, a form of ridesourcing service accessed via smartphone applications, enables passengers with similar origins and destinations to be matched to the same driver and share the ride. This is regarded as a promising travel mode that could mitigate air pollution. However, because of a lack of quantitative analysis, the environmental benefits of ridesplitting have not been rigorously justified. As vast amounts of observed data of ridesourcing have become increasingly available, this study quantifies the environmental benefits of ridesplitting based on the global positioning system (GPS) trajectory and trip order datasets of DiDi Chuxing in Chengdu, China. First, the saved distances of ridesplitting are calculated by analyzing the travel distances of both ridesplitting trips and the corresponding trips under non-ridesplitting conditions. Then, the emission factors of CO, NOx, and HC are estimated by a localized MOVES model. Combining the saved distances and emission factors, the emission reductions from each ridesplitting trip can be calculated. The results show that ridesplitting can decrease the travel distance by 22% on average compared with non-ridesplitting. As a consequence, the average emission reductions per ridesplitting trip are 10.601 g of CO, 0.691 g of NOx, and 1.424 g of HC, respectively. This study provides a better understanding of the environmental benefits of ridesplitting and theoretical guidance for the government’s decision-making in green transport planning.

Air emissions from ships have become an important issue in sustainable shipping because of the low quality of the marine fuel consumed by ships. To reduce sulfur emissions from shipping, the International Maritime Organization has established emission control areas (ECAs) where ships must use low-sulfur fuel with at most 0.1% sulfur or take equivalent emission-reduction measures. The use of low-sulfur fuel increases the costs for liner shipping companies and affects their operations management. This study addresses a holistic liner shipping service planning problem that integrates fleet deployment, schedule design, and sailing path and speed optimization, considering the effect of ECAs. We propose a nesting algorithmic framework to address this new and challenging problem. Semianalytical solutions are derived for the sailing path and speed optimization problem, which are used in the schedule design. A tailored algorithm is applied to solve schedule design problems, and the solutions are used in fleet deployment. The fleet deployment problem is then addressed by a dynamic programming-based pseudo-polynomial time algorithm. Numerical experiments demonstrate that considering the effect of ECAs in liner shipping operations management can reduce over 2% of the costs, which is significant considering that the annual operating cost of a shipping company’s network can be as high as several billion dollars.

Increasing the attractiveness of public transport is a key issue in the endeavours towards more sustainable transport systems. While there is a lot of knowledge on what can be done to increase public transport patronage, there is a lack of empirically based research analysing how to do this in practice. Using a comparative case analysis of six regions in Sweden with the highest increase in passenger volumes for public transport between 2009 and 2015, this paper examines the prerequisites for increasing public transport patronage, with a focus on the governance conditions required to implement such measures. The empirical material consists of semi-structured interviews with public transport planners and strategy documents for the six regions. The findings show that all regions but one employed a similar approach and implemented measures aimed at concentrating resources to corridors where the potential demand was the greatest. Only one region chose a different approach by investing in services in both strong routes and in the peripheral network. However, regardless of approach, the results highlight that there is considerable coherence regarding the governance conditions that enable implementation. Three main conditions were identified, namely political support, well-functioning collaboration between organisations, and public support through citizen dialogue. The results support key findings on collaborative conditions from previous research, including the importance of joint objectives, trust between key individuals, and the need for long time frames in order to develop collaborative capacity.

Mobility as a Service (MaaS) is an innovative concept, enabled by the ubiquitous availability of digital technologies. Many cities around the world envision MaaS as a way to improve sustainable transportation by reducing the use of fossil fuel-based transportation modes. However, MaaS may also trigger users of environmentally-friendly transportation modes to switch to less sustainable modes, such as taxi and ridesharing. The aim of this study is to explore how different bundling and pricing schemes of MaaS contribute to improving sustainable transportation. In order to analyze individuals’ intended choice of MaaS, a stated portfolio choice experiment was developed. A mixed logit model is estimated to investigate the bundle of transportation modes individuals configure when subscribing to MaaS. We explore empirical issues such as which transportation modes they prefer to include in the bundle, and how pricing schemes affect the composition of the bundle. Furthermore, scenario analyses are conducted to assess the impact of pricing schemes on sustainable transportation.Results show that MaaS contributes to improving sustainable transportation in a non-linear manner as a function of decreasing monthly subscription fees and/or increasing length of the subscription.

Travel plans, also known as transportation demand management (TDM) plans, can be required through the planning approval process for new developments. Where decisions on development applications are appealed, a planning tribunal may review the decision, including the requirement for a travel plan. This research aimed to explore planning tribunal decisions on travel plans for new developments. Using a case study of Victoria, Australia, an analysis of 178 planning tribunal reports from 2005–16 showed that travel plan requirements were accepted in 88% of cases. Larger planning tribunal groups were found to be associated with higher acceptance of travel plan requirements. Travel plan requirements with more prescriptive/tailored wording were over 20 times more likely to be accepted compared to those with generic wording. Recommendations for improving practice include the development of more clearly worded travel plan conditions, provision of training programs and guidelines, and the introduction of supportive planning policy.

Transport planning and policy is increasingly being called to action in ways that differ from practices of yesteryear. Varied segments of society are increasingly looking to city streets—the workhorse of a city's transport system—as places to enact change. Namely, to change their character away from the type of streets pervasive in auto-oriented urban environments. Acutely experienced during the disruption of the COVID-19 pandemic, emergency response measures from many cities across the world abruptly altered the nature and purpose of street space. These “street experiments” fueled an opportunity, in part, to explore a transition to practices prioritizing forms of sustainable mobility such as walking and bicycling. This research inventories street-focused emergency response measures from the 55 largest cities in the US. We devise a rubric to systematically assess and locate characteristics of these measures that enable a transition. Results show that five “innovator” and several “early adopter” cities are using COVID conditions to test new forms of streets and in some cases, street networks. These cities excelled in conveying a vision for alternative future, articulating implementation pathways, leveraging political capacity, and circulating information. After six months, half of the cities continue their efforts, including only six which have expanded. The few showing continued strength demonstrate endeavors to evaluate the experiments, validate their feasibility, and embed the experiments into existing sustainability policy. These components, when leveraged together, could seed innovative break-throughs in how city streets are used, designed, and standardized. The paper establishes baseline evidence on which future research efforts can build and provides empirical evidence on early stages of the experimentation and transition processes of urban mobility systems.

Modern advances in nonlinear modeling have exposed that nonlinear models yield more robust results compared with linear models. Research on the effect of air-railway transportation on environmental pollution has now arrived into a new way of asymmetry analysis and captured the real issue among the nexus. This study aims to inspect the asymmetric impact of air-railway transportation on environmental pollution in Pakistan by using annual time series data from 1991 to 2019. The findings show that positive shock in air passenger carried and railway passenger carried increases carbon emissions, which implies that 1% increase in air passenger carried (railway passenger carried) enhances environmental pollution by 0.21% (0.32%) in long run in Pakistan. While positive shock in railway passengers carried increases environmental pollution and negative shock in railway passengers carried decreases the environmental pollution in the short run. The outcomes have also confirmed the short- and long-run asymmetries in Wald statistics. The findings are country-specific and it would be regionally specific.

Background: The correct design of electric vehicle (EV) charging infrastructures is of fundamental importance to maximize the benefits for users and infrastructure managers. In addition, the analysis and management of recharges can help evaluate integration with auxiliary systems, such as renewable energy resources and storage systems. EV charging data analysis can highlight informative behaviours and patterns for charging infrastructure planning and management. Methods: We present the analysis of two datasets about the recorded energy and duration required to charge EVs in the cities of Barcelona (Spain) and Turku (Finland). In particular, we investigated hourly, daily and seasonal patterns in charge duration and energy delivered. Simulated scenarios for the power request at charging stations (CSs) were obtained using statistical parameters of the Barcelona dataset and non-parametric distributions of the arrivals. Monte Carlo simulations were used to test different scenarios of users’ influx at the CSs, and determine the optimal size of an integrated renewable energy system (RES). Results: This study highlighted the difference between fast and slow charging users’ habits by analysing the occupancy at the charging stations. Aside from the charge duration, which was shorter for fast charges, distinct features emerged in the hourly distribution of the requests depending on whether slow or fast charges are considered. The distributions were different in the two analysed datasets. The investigation of CS power fluxes showed that results for the investment on a RES could substantially vary when considering synthetic input load profiles obtained with different approaches. The influence of incentives on the initial RES cost were investigated. Conclusions: The novelty of this work lies in testing the impact of different approach to design synthetic profiles in the determination of the optimal size of a photovoltaic (PV) system installed at a charging infrastructure, using the economic criterion of the net present value (NPV).

Electric vehicle (EV) emerging as an upcoming technology in both the sector of transportation and power. There are more benefits in terms of economic and environmental conditions. The most important factor in Electric Vehicle is charging station, which reduces a green gas effect and environment pollution. This electric charging station is also known as Electric Vehicle Supply Equipment (EVSE). It consists of both the high power and low power. The high power is terminated at a fraction of second charging that can be implement in the Electric vehicle rather than the low power so, if we construct an on-road charging with the help of solar panel it will be very useful to charge at any point of time and with the help of connected batteries we can drive in off road. Remote force move technique is fused in moving the sunlight-based force from the Photo Voltaic (PV) cell to the battery utilized in the electric vehicle. Sun oriented boards are considered to assemble an independent force station, along these lines limiting its reliance on ordinary energy assets. The sun-oriented boards create electrical energy by the utilization of the light energy produced by the sun. The energy acquired from the board is taken care of to a battery, through a sunlight-based charge regulator which augments the force yield from the PV cell. The communicating coil with the receiving coil are connected wirelessly and thus the DC current is injected to the battery. Once the battery is full it automatically turned off from solar power. Thus, it results in sustainable transportation and use of Electric batteries. The charging stations are outlined and the impact of electric vehicle are also discussed.

Transport is an integral part of tourism and the latter would not function without the development of the former. The issue of transport accessibility is of particular importance, when it comes to both reaching an area and the possibilities for moving around within it. A lack of convenient transport possibilities diminishes the tourist potential of a given area. Public transport is essential in naturally-valuable areas. Because of the massive development of tourism and its negative effects on the environment, sustainable development principles assume importance and questions arise regarding the limits of tourism’s development. The aim of this paper was to answer a specific question of relevance to the above, i.e. does the regression of public transport in the naturally-valuable areas that are Poland’s Low Beskid (Beskid Niski) and Bieszczady Mountains lead to unsustainable development? The authors carried out a questionnaire survey and analysed changes in the public-transport network between 2019 and 1990. Questionnaires were addressed to tourists visiting these mountains and included questions on accessibility to these mountain regions in the first place, as well as the possibilities for moving around within them. A database of public-transport timetables (valid as of the beginning of 2019) was created to analyse connections on an average working day, as well as during the weekends or holidays that are of special importance from the point of view of tourists. The survey results suggest that we may be dealing with the phenomenon of forced motorisation in tourism. In the case of the Low Beskids, and especially the Bieszczady Mountains, we can talk about a certain impoverishment of the offer regarding transport, with this ensuring – even during the holiday season – that tourists are forced to use private cars both on their way into the mountains and while travelling around within them. The interest tourists show in the Low Beskids, and especially the Bieszczady Mountains, has increased very markedly over the last 30 years. Unfortunately, the development of the offer as regards public transport has not merely failed to match that, but has followed an opposing trend. Scheduled bus and minibus services have stopped reaching many mountain villages. While these still reached many destinations as of 2019, they did so less often, or were confined to school days, hence implying a basic unsuitability for use in tourism. The role of rail transport in the studied area is marginal. Overall, the results obtained mediate against any possibility of truly sustainable development of transport in the area under study. Nevertheless, with a view to such a model for sustainable transport in the area studied being provided, the authors have sought to make certain recommendations. A favourable situation as regards this tourist region’s accessibility by public transport from places of residence is of course a precondition for any decision-making choice when it comes to selecting modes of travel that potential or actual tourists are in a position to make. Furthermore, direct connections will be important conditioners of desirable decisions, as will be timetables better tailored to the particular needs of tourists. As regards the making of transfers, greater frequency of connections and shorter travel times are further favourable aspects. On the other hand, it is important that the impact of individual motorisation around tourist destinations (or whole regions) should be limited, with this achievable where overall priority is assigned to scheduled public transport (as inevitably enjoying partial support from regional authorities).

The active mode of transport is good for health as well as it is one of the most important modes of sustainable transport. In many previous studies/reports, a cost-benefit analysis for new infrastructure is provided; however, it rarely includes the benefits due to physical activity. The present study attempts to quantify the benefits of physical activities. A comparison is made between business as usual and bicycle superhighway (BSH) scenario. The protective benefits are calculated for different values of average cycling duration. For reference, cycling for 3h/week results in the relative risk of 0.72. The average cycling duration is estimated using the output of a multi-agent transport simulation model. This subsequently is used to determine the number of deaths prevented each year for both scenarios. With the help of a simulation model of Patna, India, it is shown that a substantial increase in the longer bicycle trips is observed. This results in saving of more than 750 deaths each year.

Decision-makers face several challenges on transportation network as the main component of logistics management in the biomass supply chain (BSC). Transportation of biomass focuses on how and when to get raw materials, intermediate products, and finished goods from their respective origins to their destinations. Each supplier can implement strategic and tactical decisions to reduce costs and improve local and export customer service levels in a responsive, economic, and sustainable transportation network. In the process of quantifying economic and environmental sustainability, it is necessary to take into account the greenhouse gas emissions and cost resulting from the transportation of the biomass. This study focuses on the techno-economic and environmental assessment of BSC by considering three transportation modes that include truck, train, and barge. For this purpose, a simulation model is developed using AnyLogic software and tested on a case study in Malaysia. Results show that each type of transportation plays a vital role in designing a BSC transportation network to decrease the cost and GHG emissions. The results of this work would help the biomass industry stockholders and suppliers to define long, and short-term horizons to achieve a timely, cost-effective, and sustainable BSC transportation network.

Because of the effects of climate change, a sustainable transportation system based on renewable energy resources needs to be developed to improve the quality of life. In this study, three sustainable transportation designs and an on-grid power plant design using photovoltaic (PV) panels were analyzed for their feasibility as an alternative to diesel-powered tourist boats. Various financial and technical aspects were considered, such as the local irradiation, energy yield, and system energy loss. As a case study, a solar-aided boat was considered, where an off-grid rooftop PV system with 9.8 kWh batteries was installed to meet the energy requirements for internal services and reduce diesel usage. The solar-aided boat was demonstrated to be an economical solution, where the PV system reduced the diesel consumption of the boat by 15% and produced an annual energy output of 5540 kWh. For fully electric solar boats, simulation results showed that a 60 kWh battery system covers the initial investment within 9 years, while a solar boat with 120 kWh a battery system covers it in 13 years. A 300 kW on-grid PV plant was analyzed for its ability to meet the energy demands of an entire tourist boat fleet, and the plant was estimated to reduce CO2 emissions by 330 tons each year. These findings show that various off-grid rooftop PV systems can be adapted for sustainable transportation while reducing the operating costs of the boat. This study also promotes the transition of boats to cleaner and more sustainable energy sources.

Public bicycles have been touted as a convenient, environmentally friendly, and sustainable travel mode. Public bicycles have also been viewed as one part of a holistic solution to reducing negative transportation externalities. However, government and private entities need a better understanding of factors influencing user adoption of public bicycle systems. In this survey study, 470 prospective public bicycle users from Beijing, China completed face-to-face and web-based surveys, providing their perceptions of public bicycle system attributes, perceived risk associated with public bicycle use, and their intention to switch to public bicycles as a new mode of transportation. Our findings suggest that switching intention is directly influenced by user perceptions of the risk of public bicycle use, as well as user perceptions of the system’s relative advantage over other modes of transportation and perceived compatibility of public bicycles with the user’s current travel habits. Moreover, perceptions of risk are found to mediate the relationship between system attributes (complexity and observability) and switching intention. That is, user perceptions that public bicycles are difficult to access and use increases perceived risk and reduces the likelihood they will switch to public bicycles as a mode of transportation. Moreover, when prospective users can observe others using the system, their perceptions of risk decrease, which increases the likelihood they will adopt public bicycles as a new mode of transportation. This research contributes to theory-building in public bicycle adoption and informs business and government leaders on how to promote public bicycle adoption through an increased focus on important public bicycle system attributes.

This study presents a biographical approach to modeling households’ vehicle ownership states and vehicle type choice, using data from a retrospective survey. Over a lifetime, households purchase their first vehicle by terminating no-car ownership state, and subsequently re-evaluate their decision of changing fleet size by multiple vehicle transactions that cause termination of transient vehicle ownership states. This study evaluates determinants of the termination probability of households’ no-car ownership state and transient vehicle ownership states by exclusively examining the effects of life-cycle events and long-term life-stage transitions using a random parameter accelerated hazard-based modeling framework. It also investigates vehicle type choice of first-time and transient vehicle owners using a random parameter logit modeling technique. Vehicle attributes, life-cycle events and life-stage transitions are found to be strong predictors of both type households’ vehicle choices. Results of this study will assist policy makers to develop longer-term policy interventions required to support sustainable transportation systems.

Rapid urbanization, increasing population, and a booming economy have stimulated growth in Indian cites, resulting in higher levels of dependence on private vehicles. This has raised serious issues over the sustainability of transport infrastructure in cities. Public transportation (PT) systems can help achieve sustainable transportation. But they face competition from intermediate public transport (IPT) or Paratransit. The existing PT and IPT systems, therefore, need to re-plan their operations to complement each other and deliver a wider network of services. To achieve this, an evaluation of both PT and IPT systems at microscopic levels is needed to facilitate their possible integration in a coordinated multimodal transportation system. The present paper attempts to evaluate the public and paratransit systems in the city of Surat in the Indian state of Gujarat using a data envelopment analysis (DEA) technique in DEAP software at the individual and system level. The operations, route design, and cost efficiency of both systems are evaluated to understand how well the existing set-up caters to demand. The arithmetic mean of operations, route design, and cost efficiencies of 26 routes of PT system were worked out to be 0.89, 0.94, and 0.69, while that of the 13 routes of the IPT system were 0.92, 0.97, and 0.88 respectively. The system investigation shows that analytically, only 8% of IPT routes were inefficient in all the three aspects, compared with 42% of PT routes. The performance of each route was analyzed, appropriate suggestions made, and the potential of these systems for designing an integrated transport system highlighted.

This study seeks to systematically identify the most significant challenges for Transit-Oriented Development (TOD) in Developing Countries (DCs). At the same time, it attempts to analyze whether th...

As the world shapes a global agenda to mitigate climate change, national governments are looking to define sustainable development strategies for the transportation sector. In this international landscape, countries will look to learn from one another, but identifying peer countries for this learning can prove a challenge. In this study, we measure public support for transportation policies and use this as a measure of cultural distance to identify peer countries. We modeled public support for 11 transportation policies in an international sample of 41,932 individuals in 51 countries or regions. Using a model that controls for individual effects, we measure pure country-level differences in public policy support. Measuring public support for different transportation policies can help policymakers understand how the public evaluates and envisions the role of government in shaping the current as well as future transportation system, and to anticipate difficulties of implementing certain types of policy because of public resistance. In general, we find the highest public support for a given policy appears in countries that have not yet seen significant investment in the target infrastructure or service. We show that considering public support for transportation policies gives a different perspective than traditional indicators of economic development or level of motorization, helping policymakers understand what the public wants and how they might build support for new transportation policies. Finally, we present a clustering framework that goes beyond development status and geographical adjacency to help identify peer countries for policy learning using public policy support as a measure of cultural distance.

Purpose In this paper, an intelligent information assisted communication transportation framework (II-CTF) has been introduced to reduce congestion, data reliability in transportation and the environmental effects. Design/methodology/approach The main concern of II-CTF is to mitigate public congestion using current transport services, which helps to improve data reliability under hazardous circumstances and to avoid accidents when the driver cannot respond reasonably. The program uses machine learning assistance to predict optimal routes based on movement patterns and categorization of vehicles, which helps to minimize congestion of traffic. Findings In II-CTF, scheduling traffic optimization helps to reduce the energy and many challenges faced by traffic managers in terms of optimization of the route, average waiting time and congestion of traffic, travel, and environmental impact due to heavy traffic collision. Originality/value The II-CTF definition is supposed to attempt to overcome some of the problems of the transportation environment that pose difficulties and make the carriage simpler, safer, more efficient and green for all.

Fuel Cell Vehicles are considered as a promising alternative for future sustainable transportation, while the deployment of hydrogen refueling stations is one of the major barriers that blocking the commercial introduction of Fuel Cell Vehicles. Since the establishment of hydrogen infrastructures not only requires quite a large investment, but also needs efficient project management and operation. Therefore, how to finance and operate hydrogen infrastructures is a difficult question for decision makers. In this study, it introduced four business models for financing and operating hydrogen refueling stations: Build-Operate-Transfer, Transfer-Operate-Transfer, Public-Private-Partnership, and Asset- Backed Securitization, and identified six criteria for prioritizing them. Then, it employed Fuzzy Analytic Hierarchy Process to determine the weight for the criteria, and compared the performance of these models with respect each criterion. Finally, the method of Preference Ranking Organization Method for Enrichment Evaluations was used to determine the priority of each model for financing hydrogen refueling stations, and a Sensitivity Analysis was conducted to find the most appropriate model in different situations. The results indicated that financing difficulty, project risks, and financing costs are the most important factors for strategic investors to involve in financing hydrogen refueling stations. Among the four financing models, Public-Private-Partnership and Transfer-Operate-Transfer models are turned out to be more preferable for financing hydrogen infrastructure in China. Some policy implications have also been provided for the establishment of hydrogen refueling stations.

Rapid urban growth and rising mobility demand in megacities having a population of more than 10 million people in emerging economies call for a consistent and comprehensive urban mobility policy framework. Implementing sustainable urban mobility policies in these cities is complicated by fragmented governance structures, conflicting policy priorities and lack of effective financing mechanisms. The city of Istanbul, with a population of nearly 15 million people, has been grappling with rapidly increasing urban mobility problems such as chronic traffic congestion, increasing motorization, overcrowded public transport services, air and noise pollution. Although major infrastructure investments such as new metro and tram lines, a bus rapid transit (BRT) line and capacity increases in public bus network have been undertaken in recent years, the objective of achieving a modal shift from car use to more sustainable transport modes such as public transport, cycling and walking is far from being realized. The focus on megaprojects such as Marmaray, Eurasia Tunnel and Third Bridge further complicate the urban mobility landscape by bringing about conflicting policy priorities. In this paper, a comprehensive review and analysis of Istanbul’s urban transport policies and strategies are scrutinized under the framework of sustainable urban mobility paradigm to better understand the mobility predicament which have long stifled the quality of life of Istanbulites. The challenges are identified, recommendations are proposed, and prospects are put forward as to how to achieve sustainable urban mobility in Istanbul.

As essential pillars of passenger mobility and freight transport, road and rail transportation have experienced a rapid increase over the past years. This trend indicates an increase in energy consumption, especially electricity, due to higher energy efficiency and less carbon emission, but it exacerbates the contradiction between the power supply and demand. Nowadays, for additional power sources, increased solar power generation has been widely installed in their own available spaces for road and rail transportation, which has attracted a great deal of attention. This paper reviews the current status of solar power generation and its integrated application in the transport sector. Then, the photovoltaic generation potential of road and rail transportation in China are evaluated. Finally, further developments and perspectives of solar energy-powered road and rail transportation are presented, which not only contributes to lower-carbon and green transportation, but also promotes the development of renewable power generation for energy transformation. It is confirmed that solar energy-powered road and rail transportation is a promising approach for sustainable transportation with more renewable energy and less carbon emission.

Purpose Smart mobility is a major guideline in the development of Smart Cities’ transport systems and management. The issue of transition into green, secure and sustainable transport modes, such as using bicycles, should be implemented in this case, along with the subjectivism of management. Design/methodology/approach The proposed technology reflects the Smart Bicycle vehicle model, which tracks cyclists and weather conditions and turns to electric motors in critical circumstances. Findings This reduces the physical load and battery consumption of cyclists which affects the Smart Cities’ ecology positively. Originality/value In Smart Vehicle Bicycle Communication Transport, the vehicle movement optimization technique is used for traffic scenarios to analyze traffic signaling systems that give better results in variable and dense traffic conditions.

Shared fleets of fully automated vehicles (SAVs) coupled with real-time ride-sharing to and from transit stations are of interest to cities and nations in delivering more sustainable transportation systems. By providing first-mile last-mile (FMLM) connections to key transit stations, SAVs can replace walk-to-transit, drive-to-transit, and drive-only trips. Using the SUMO (Simulation of Urban MObility) toolkit, this paper examines mode splits, wait times, and other system features by micro-simulating two fleets of SAVs providing an FMLM ride-sharing service to 10% of central Austin’s trip-makers near five light-rail transit stations. These trips either start or end within two geofenced areas (called automated mobility districts [AMDs]), and travel time and wait time feedbacks affect mode choices. With rail service headways of 15 min, and 15 SAVs serving FMLM connections to and from each AMD, simulations predict that 3.7% of the person-trip-making will shift from driving alone to transit use in a 3 mi × 6 mi central Austin area. During a 3-h morning peak, 30 SAVs serve about 10 person-trips each (to or from the stations), with 3.4 min average wait time for SAVs, and an average vehicle occupancy of 0.74 persons (per SAV mile-traveled), as a result of empty SAV driving between riders. Sensitivity analysis of transit headways (from 5 to 20 min) and fleet sizes (from 5 to 20 vehicles in each AMD) shows an increase in FMLM mode share with more frequent transit service and larger fleet size, but total travel time served as the biggest determinant in trip-makers’ mode share.