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The continuing growth in passenger transport and the associated increase in CO2 emissions remain major challenges for our society. Shifting passenger transport to more sustainable modes of transportation contributes to addressing this challenge. Multimodal transportation hubs (MMTHs) coordinate and integrate different modes of transportation by improving transfers between them. In addition, MMTHs offer a high quality of stay with a wide range of services, as well as a compact, mixed-use urban development with a high density of uses around them. The transformation of railway stations and their environments into MMTHs is addressed in discussions of transit-oriented development (TOD) and the concept of “node and place.” However, there is a lack of a systemic approach that structures the problem involving the different worldviews of the actors. In addition, the necessary changes and measures are largely unknown. Based on the soft systems methodology (SSM), we conducted 20 SSM interviews and two SSM workshops (n = 10 each). Our results show that the problem can be structured into the three layers of “national long-term integrated optimization of the passenger transport sector and spatial development,” “local short-to medium-term planning and implementation,” and a “regional, bidirectional transfer by policy-making and planning.” The transfer layer between the national, long-term and local, short-term worldviews is key and must be strengthened. Furthermore, we present systemically desirable and culturally feasible measures for each layer to improve the current situation of the transformation—a national MMTH program, creating an overarching vision, a caretaker for local implementation to coordinate the interests of actors, and collaborative development of regional master plans and an explorative approach to ensure bidirectional exchanges between the national and local layers. Although the structuring of the problem and the measures were developed from a Swiss viewpoint, we expect that the results will also be useful for other decentralized states., Transport Policy, 132, ISSN:0967-070X

Motivated by the worldwide promotion of green transportation, this study aims to determine the optimal location of multi-type electric vehicle (EV) charging stations, e.g., fast and slow charging stations, for maximizing the covered traffic flows under a limited budget while considering EV users' partial charging behavior and elastic demand. A two-phase approach is proposed to efficiently solve this problem. The efficacy of the proposed two-phase approach is demonstrated by numerical experiments on the highway network of Zhejiang Province, China, and policies towards promoting transport electrification are discussed from various aspects. In particular, our policy suggestions are fivefold: (a) how to save investment in station construction by understanding EV users’ tolerance for travel cost deviation; (b) how to determine the budget policy to ensure an efficient utilization of the investment; (c) how to optimally select the location and type of charging stations; (d) how to devise the operation regulations based on the workload of each station; as well as (e) how to plan the station construction in a mid- or long-term implementation. We also discuss some prospective challenges and opportunities regarding charging station construction and operations in the context of continuous innovation in energy and communication technologies such as the Internet of Things (IoT).

Mobility-as-a-Service (MaaS) can be considered the latest innovative technological solution to sustainable transportation. It offers travelers access to a pre-paid bundle of transportation modes on a single app with the additional convenience of the integration of planning, booking, and payment. Capturing the impact of this new technology on travel behavior remains a challenge, given the scarce number of comprehensive MaaS pilots. In this study, a stated adaptation experiment was designed to determine travelers’ propensity toward using this new service. Such knowledge sheds light on the potential of MaaS to alter daily travel patterns.

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.

Promoting subjective well-being is an important goal in urban policy. Transportation scholars increasingly evaluate transportation systems based on people’s subjective well-being. This study joins this strand of efforts to answer the following research question: how do constrained car ownership and car use influence travel and life satisfaction? Empirical data were collected in Beijing where various policies had been implemented to curb the rapid growth of car ownership and mitigate traffic congestion. We answer the question by examining the effects of car ownership and car usage variables on travel and life satisfaction. Our study shows that owning multiple cars increases vehicle users’ life satisfaction, but owning a car is not related to increased life satisfaction. Purchasing a more expensive car and driving cars more frequently in daily life could not increase people’s life satisfaction, but infrequent car use contributes to higher travel and life satisfaction. Among vehicle users, using cars to commute is related to higher travel satisfaction but not higher life satisfaction. In contrast, using cars for non-work trips is related to higher life satisfaction but not travel satisfaction. We also find that attitudes towards the instrumental and affective roles of cars are positively related to travel and life satisfaction among car owners. Results of this paper suggest the importance of promoting sustainable transportation and behavioral education in cities like Beijing.

Conferences are theorized as crucial sites, not only for professional development, but also for policy learning. However, little empirical evidence has examined pathways for why and how learning is realized. Using a unique case approach, this paper unravels conference learning dimensions by combining literatures of policy transfer and policy mobilities with situated learning theory. Our case was a four-day international conference on cycling, taking place in the Netherlands, a country well-known for high rates of cycling and commonly sought for advice on cycling policy. Using a questionnaire with participants (n=293) together with ethnographic fieldwork, we examine key attributes. Structure for fieldwork derived from situated learning theory, where learning is a social phenomenon embedded in sensory and spatial circumstances. Findings demonstrate that acquiring technical understanding (i.e., design specifications, sample policy language) was less prominent than the acquisition of social and experiential knowledge. Additionally, the bicycle acted as a sensorimotor transition instrument for spatial discovery, evoking emotion, and social connection. The conference represented an opportunity to convene both tacit and explicit knowledge, where an embodied experience (for example, riding a bicycle in the Netherlands) may also act as critical asset to professional development in this emerging practice. The paper adds to the debate about learning in transport policy practice by unfurling contextual mechanisms and engaging with practitioners in “their world” – an ordinary practice of attending a conference in a unique location.

There is an urgent need to transform the conventional city into a flexible and sustainable city that can respond to the risks of outbreaks in a broad sense, including global infectious disease pandemics and large-scale disasters. However, today's cities have many trade-off (compatibility) problems related to peacetime-emergency, global-local, and so on, in addition to inertia to change. In this paper, we presented the idea of a new local design in which people's well-being is maintained and improved even in the new normal, based on the idea of “three compatibility problems.” As a concrete measure, we developed the concept of milieu that emphasizes local “place” and “innovation,” and expresses its socio-economic function after including the void spaces of today's cities. At the same time, we proposed an autonomous and self-sustaining segmented city that can respond to outbreaks by increasing the self-efficacy of citizens. Furthermore, based on an analysis of the implementation cases of integrated transportation machizukuri with railway development in Japan, we reported that the emergence of new local design has already been seen in industry-government-private partnership efforts.

Vehicle automation, along with vehicle electrification and shared mobility, may transform the existing transportation if they are handled properly. However, they may create unintended consequences if the current market dominance of fossil fuel and privately-owned vehicles persists, and travel patterns and transportation policies remain unchanged. The extent of these potential benefits and unintended consequences depends on the expected AV adoption process, people’s preferred vehicle powertrain, and AV-related policy and infrastructural support. This paper seeks to understand the impacts of attitudinal factors and roadway designs on people’s intention to use AVs and to purchase battery-electric AVs (EAVs) and gasoline-powered AVs (GAVs) under travel and user heterogeneity. Fourteen latent attitudinal factors related to the perceptions and attitudes towards AV and EV technologies, driving, the environment, and personal innovativeness were considered. An EAV-enabled urban design environments were created, featuring dedicated AV lanes, wireless charging for EAVs, and AV pick-up/drop-off zones. Using a stated preference survey data of over 1300 responses in the U.S., Multiple Indicators and Multiple Causes models are estimated to understand the relationship among various latent variables and capture heterogeneities within the population based on their sociodemographic and behavioral characteristics. The model estimation results show that the respondents’ perception of AVs and EAVs advantages, road safety improvement potential, compatibility with their lifestyles and travel needs, and their attitudes towards driving are key factors of their intention to use AVs and purchase EAVs. Furthermore, some segments of the population based on their sociodemographic and travel behavior characteristics are more likely to have a higher intention to use AVs and buy EAVs. The model estimation results and study insights can be used by policymakers to develop road network design guidelines and policies to nudge consumers towards more sustainable transportation options, minimize the unintended consequences of vehicle automation, and maximize its benefits.

Efficient, safe, and comfortable electric vehicles (EVs) are essential for the creation of a sustainable transport system. Distributed-driven EVs, which often use in-wheel motors (IWMs), have many benefits with respect to size (compactness), controllability, and efficiency. However, the vibration of IWMs is a particularly important factor for both passengers and drivers, and it is, therefore, crucial for the successful commercialization of distributed-driven EVs. This article provides a comprehensive literature review and state-of-the-art vibration-source analysis and mitigation methods in IWMs. First, selection criteria are given for IWMs, and a multidimensional comparison for several motor types is provided. The IWM vibration sources are then divided into internally and externally induced vibration sources and discussed in detail. Next, vibration reduction methods, which include motor-structure optimization, motor controller, and additional control components, are reviewed. Emerging research trends and an outlook for future improvement aims are summarized at the end of this article. This article can provide useful information for researchers who are interested in the application and vibration mitigation of IWMs or similar topics.

Increased electrification of aircraft power systems has been widely presented as a route toward meeting environmental and emissions targets for aircraft performance, via more-electric aircraft and future hybrid-electric aircraft concepts. In parallel, the superior mechanical performance of carbon fiber reinforced polymer (CFRP) has resulted in its increasing use for aircraft structures. The relatively low electrical conductivity of CFRP compared to traditional aluminum structures and copper conductors limits the use of structural CFRP structures as electrical elements, so separate systems are needed. This adds structural mass and volume to a system, negating some of the benefits of using CFRP. Closer integration of the composite structure and electrical power system (EPS), with an ultimate goal of achieving components with multifunctionality (combined thermal, electrical, and structural functionality), offers a route toward the light-weighting of these systems, thus supporting improvements in aircraft performance. This article presents a roadmap to achieve this multifunctionality, supported by the combination of introducing definitions for different levels of multifunctionality, associated design thresholds, and trades between the EPS and CFRP materials/structures. Existing multifunctional (MF) electrical-thermal-structural CFRP-based solutions are contextualized within this roadmap. This enables the realization of viable routes for developing MF systems for the strategic focus of future research efforts.

The article presents the relationship between the intensity of bicycle traffic volume and the development of bicycle infrastructure on the example of Warsaw. There has been a big increase in cycling over the last decade. At the same time, the linear and point bicycle infrastructure developed very strongly. Similar trends are also observed in other cities in Poland. The article presents the types of infrastructure available to cyclists. Then, the method of assessing the bicycle infrastructure is presented, taking into account the five features of good bicycle infrastructure: cohesion, directness, attractiveness, safety and comfort. In terms of coherence, the analysis covered the bicycle infrastructure network in the vicinity of the measurement site. The directness was tested by checking the accessibility of several dozen of the most important nodal points of the city's communication network. The attractiveness was examined by checking the availability of public bike stations, bicycle racks and bike-sharing stations. The infrastructure adjusted to the technical class of the road was adopted as a measure of safety. The comfort was checked by analyzing the quality of the road surface, which affects the driving comfort and energy expenditure. All the factors presented impact the cyclist's assessment of the infrastructure. To standardize the assessment rules, an aggregate index of the development of bicycle infrastructure was determined. The analysis was carried out for 10 sample points for four consecutive years. The points were characterized by different bicycle infrastructure, location in the city road network and different results of bicycle traffic measurements. The analysis showed a strong positive relationship between traffic and cycling infrastructure for most of the analyzed places. There was a negative dependence in the case of the construction of alternative routes in relation to the place of traffic measurements. The obtained results are the same as in the works of other authors. However, the effects of work do not allow to determine which of the examined factors is the cause and which is the effect but only show the existing relationship.

Electric vehicles (EV) are a promising alternative for the current fossil-fuel-based vehicles. However, as of 2020, the share of EV sales was only 4.6 % globally, and 1 % in Australia. It is important to identify factors that promote or hinder consumer intentions of EV adoption. In addition, there are a few types of EVs, each with different advantages and disadvantages creating consumer segmentation. This study considered battery-powered EV and hydrogen fuel cell EV and sought to understand which factors influence the preferences for one of the two types of vehicles. We designed a survey on individual perceptions toward EV and collected data of 1735 consumers in Australia. Participants had a mean age of 44.9 years (SD = 16.71) and 41 % of them were males. The median daily traveling distances was 8.7 km, and 74 % of them reported using a personal car for commuting. The results show that the safety concern has a stronger impact on adoption intention than the purchase cost and perceived benefits. Age and consumers' current mode of transportation play a significant role in EV adoption intentions. In addition, the results indicate that preference for BEV is significantly affected by BEV range sufficiency, tolerability in battery charging time, and fear of hydrogen explosion, whereas the key preference factors for FCEVs is their longer driving range, and fear of battery explosion. Besides, the results reveal that part-time employees are more likely to prefer BEV than full-time workers. On the other hand, apartment residents tend to prefer FCEV more than people living in a house. Furthermore, female is more likely to still undecided than males whether they prefer BEV or FCEV.

Sustainable freight transportation is a logistics approach that provides affordable services to consumers where environmental, economic, and social sustainability dimensions are concerned. Governments usually improve sustainability dimensions in freight transportation by imposing taxes on transportation systems. Therefore, they should extend their knowledge on interactions between sustainability dimensions and how their interventions affect each dimension. In this regard, we analyze competition between two freight transportation systems in the context of government intervention. These systems include road and intermodal road–rail transportation modes, where the latter is regarded as an environmentally sustainable mode. A sequential game is addressed to analyze the duopoly competition. In the upper level, a government, as a Stackelberg leader, imposes taxes on fuel usage based on environmental, economic, and social concerns. In the lower level, a Nash game is developed to analyze price competition in the transportation market. Our analyses reveal that: (a) Given a fixed level of the consumers' loyalty to their specific transportation systems, economic and social sustainability are consistent with each other, while they conflict with environmental sustainability. (b) Economic risks increase economic sustainability requested by the transportation systems. Such a relationship and the mentioned conflict between environmental and economic sustainability imply that a reduction of economic risks by the government indirectly contributes to environmental sustainability. (c) An increase in the consumers' loyalty simultaneously improves the three sustainability dimensions. (d) The energy efficiency improvements of the transportation systems may pose adverse environmental and social effects, called the rebound effects. Moreover, government intervention effectively eliminates such rebound effects. (e) Government support for the service enhancement of the intermodal system, combined with the national advertisement of this system, may exempt the government from subsidy payment.

Large efforts and investments have been made into public transport, walking, and cycling in cities around Europe. Yet, cars remain the most ubiquitous mode of travel in urban areas. Often, research into the barriers facing active travel evaluates only one part of the problem, such as a person’s surrounding environment (the macro level), socially embedded practices that define the activity (meso level), or a person’s own beliefs and sense of identity (micro level). However, barriers and enablers to active travel exist on multiple levels, and interventions to increase walking and/or cycling are less likely to work when implemented in isolation. Hence, a multilevel socio-ecological model is developed to demonstrate and test the importance of assessing these barriers together, and identify interrelationships among them. Using the Physical Activity Through Sustainable Transportation Approaches (PASTA) dataset on the travel behaviour of people in seven different European cities, this paper identifies the constructs that correlate with active travel most. Within PASTA, psychosocial constructs influence the decision to take a trip by bicycle or walk more than built environment variables. In addition, trip purpose and the meso level influence the importance of built environment and attitudinal variables in explaining active travel. These relationships do not vary significantly between cities. This research further supports the use of multi-faceted interventions to increase walking and cycling, rather than focussing on a single policy.

One way to persuade people to change their travel behaviours is to execute strategies based on the provision of persuasive normative messages. Several studies have reported that providing information on social norms can lead people to perform different pro-environmental actions, such as energy and water conservation. However, in the transportation field, little research has investigated whether normative messages can be used to encourage people to switch from driving cars to using more sustainable means of transport. The aim of the current paper is to explore whether the intention to use different travel modes can be influenced by a persuasive normative message. In particular, we studied the different impacts of descriptive norm and injunctive norm information alongside more traditional factors on the intention to use a car, public transport, or active mobility. To perform our analysis, we developed three integrated choice and latent variables (ICLV) models using the information collected from an experimental study conducted among a sample of 340 individuals living in the area of Cagliari (Sardinia, Italy). One of our modelling results indicates that individuals are more likely to use sustainable means of transport if they i) have previously used such means, ii) have a positive attitude toward them, iii) have an interest/involvement in using them, and iv) have been exposed to injunctive norms related to their use. Importantly, the computation of the pseudo-elasticity effect revealed that the impact of past behaviour is much stronger than the impact of normative messages.

Carsharing represents an alternative to private vehicles and is becoming internationally recognized as a method of sustainable transportation. Compared with the United States and countries in Europe, carsharing services in China started later and were initially underwhelming. With the revival and popularity of the sharing economy, carsharing has been thriving in China in recent years but remains in an initial stage. Understanding the determinants of people’s intentions to carshare is critical for the promotion of carsharing services. The theoretical framework of this research is an expanded version of the theory of planned behavior containing environmental concern. A questionnaire was created to empirically test the model and a total of 1165 valid surveys were collected in four new first-tier cities in China. The intention to use carsharing was found to be directly affected by attitude, subjective norm, and perceived behavioral control rather than environmental concern. However, people’s environmental concern was verified as indirectly impacting their intentions to use carsharing through attitude, subjective norm, and perceived behavioral control. In addition, this study also tested the moderating effect of car ownership, age, gender and income by adopting a multi-group analysis. The results confirm the moderating effect of car ownership and gender on people’s intention to use carsharing, revealing the differences that exist between people with private cars and those without as well as the differences between the male and female gender. The moderating effects of age and income on people’s intention to use carsharing were found to be insignificant. These findings provide practical insights for carsharing organizations and transportation departments. The limitations of this study and suggestions for further research are also discussed.

Urban leaders in areas with high air pollution often face the dual task of reducing pollution levels while educating the public about the health impacts of pollution and preventive measures. Transportation policies to cut motorized personal vehicle use are often a key part of pollution reduction efforts. One type of these policies is information interventions educating commuters of the higher emissions impact of cars. This study evaluates the impact of such an information intervention on car commuters’ intention to switch from car use to transit, biking, or walking in Zhengzhou, China. Further, it tracks how this greening impact evolves as drivers are given additional public health information regarding Zhengzhou’s severe air pollution level, its health effects, and the reduced pollution exposure when driving compared with transiting, biking, or walking outside in polluted air. Using a randomized controlled survey experiment with a treatment group of 281 participants and a control group of 280 participants drawn from Zhengzhou workers who typically commute by car, this study applies multinomial logit models and difference-in-difference estimation to estimate the information intervention’s impact. We find that while emissions information interventions are initially highly effective in reducing intended car usage, the effect is progressively dampened as respondents learn of the level of local air pollution and the risks of outdoor pollution exposure. Some greening effects do, however, remain even at the end of the experiment. The results suggest that governments in polluted areas must be aware of how policies in different segments of their portfolio interact and support broader initiatives like mixed-use planning and transit extension, simultaneously cutting transportation emissions and creating shorter commute durations with lower outdoor pollution exposure.

Predicting the intention of mode choice is indispensable for policymakers to develop sustainable transportation in large cities. This paper constructs a conceptual framework and tests it in the tra...

Less than ten years ago, Algeria embarked on an energy transition with the objectives of sustainable development. Although it concerns all economic sectors, efforts made in the field of road transport, as the main polluter and energy consumer at the national level, are far from being sufficient despite its inclusion in policy statements. This sector is operational exclusively on fossil and exhaustible energies whereas its atmospheric pollutants and gaseous emissions are highly harmful to the environment, public health and the economy. Thus, this paper points out the emergency of an energy transition in the road transport sector to clean and renewable energy as a necessity rather than a choice. It highlights, first, the characteristics of the Algerian automobile fleet and its various impacts and damages on the environment, public health and the economy. Furthermore, it evaluates the various policy initiatives towards sustainable transport and their deficiencies. Hence, the right attitudes and regulatory instruments towards sustainable transport in Algeria are recommended.

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.

Research on travel satisfaction in terms of its determinants and in terms of its relationship with subjective well-being has not taken account of the effort in travelling. This paper explicitly considers the role of effort and its three constituent elements (physical, cognitive and affective) by analysing the way each interacts with travel satisfaction and subjective well-being. The context of the study is Greater Sydney, New South Wales, Australia where respondents answered an internet-based survey. The paper has two main objectives. First to explore the benefit or otherwise of including ‘effort’ in analyses of travel satisfaction: the analysis shows that including effort provides additional explanation. Second, to explore the bidirectional nature of the interaction between travel satisfaction and subjective well-being. The analysis suggests that the bottom-up approach to well-being whereby the link is from travel satisfaction to well-being is stronger. The paper concludes with some policy implications of how transport policy can reduce effort and thereby make sustainable travel more appealing.

Noting the continuing lack of agreement as to how the concept of Mobility as a Service (MaaS) should be defined, this short topical issues paper offers an evaluation of the extent to which MaaS faces a very uncertain future. While MaaS remains a compelling concept, without evidence of MaaS contributing to sustainability goals, the multimodal future may be one of contactless deep linked customer-oriented Apps offering potential customer convenience but with no provision for bundling mobility services. The latter has been shown in the Sydney MaaS trial to be the source of positive societal outcomes such a reduced car use and emissions. A MaaS Champion with a proactive approach, led by government, seems essential for any future positive outcomes.

The COVID pandemic severely impacted mobility during lockdown as well as the period after that observing different phases of unlocking process. Lockdown has resulted in drastic mobility reduction and subsequent unlocking process brought back mobility gradually to a certain level, substantially lower than the Pre-COVID periods. However, this is expected to be back gradually to same level of Pre-COVID after certain period of time. While this change is planned to be gradual, it creates an opportunity to improve mobility towards non-motorized transport (NMT) which can influence travel behavior for present as well for the future covering Pre and Post-COVID periods. Apart from studying the influencing travel behavior during Pre and Post-COVID conditions, change in quantum of commuting population is required to be studied for various estimations related to transport planning. This quantum of commuting population is largely affected by the adopted locking/unlocking strategies by Government of India. Commuting population and travel behavior got influenced by the large migration from metro cities to smaller towns, adopted work from home (WFH) styles, reduced commute of elderly and children and other restrictions on gatherings, etc. Considering the range of allowed activities, influenced by the phases of locking/unlocking strategies, twelve different scenarios have been developed for various estimations. The developed scenarios have been named with alpha numeric style ranging from A0 to E5. A0 presenting the Pre-COVID scenario. Alphabet “A” represent Pre-COVID scenario, “B”, “C”, “D” and “E” Scenarios represent the unlocking phases, while number 1, 2, 3, 4 and 5 represents the different policy aspects related to the change on capacity of transport services (i.e. public transport capacity and change due to infrastructural improvement for NMT). Scenario A0 represents the Pre-COVID situation, while other ranges (viz., B1, B2, B3, C2, C3, C4, D2, D3, D5) represents various locking/unlocking levels. The Scenario E5 represents the situation without any movement restrictions, where public transport systems are assumed to be functioning with full capacity and infrastructure has been improved for NMT trips. Estimations for all the 12 scenarios include commuting population, their modal split, vehicle kilometers travelled by these vehicles and corresponding vehicular emission. Estimated modal split also includes the influence of improved NMT friendly infrastructure and reduced capacity of public transport systems. The results of developed scenarios provide a handy information for the policy makers to choose right policy to promote sustainable transportation with adequate emphasis on NMT. It is evident that as compared to the Pre-COVID scenario (A0), Post-COVID scenario with improved NMT infrastructure (E5) has VKT reduction of 19% in MTWs, 5% in Cars and 49% in Buses. Increase in bicycle trips have been estimated to be 5.88 million for Post-COVID scenario as compared to 1.1 million trips estimated for the Pre-COVID Scenario. Similar trend has also been observed for fuel consumption (reduction of 4.7%–11.8%) and corresponding vehicular emission (reduction of 14%). This study estimated the potential benefits of providing NMT friendly infrastructure considering the gradual shift influenced by locking/unlocking phases of COVID pandemic.

Freight transportation—specifically, fuel consumption during delivery operations—is one of the main contributors to global CO2 emissions. In this article, we study the effect of eco-driving practic...

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.

The supply of as well as the demand for carsharing has been increasing in recent years. Yet, these dynamics and carsharing's function as catalyzer toward a more sustainable transport behavior in German cities are still not fully understood. For this reason, we analyze supply data for 80 large cities in Germany regarding fleet numbers and supply densities. We combine this with analyses about carsharing (non-) members by drawing on the datasets Mobility in Germany and the German Mobility Panel. We find that carsharing members use walking, cycling, or public transport 1.4–1.5 times more often and motorized individual transport, respectively, less often than nonmembers. Based on this, we build user groups regarding the people's usage of the environmental alliance (i.e., walk, bicycle, public transport). In the subsequent multinomial logistic regression analysis for the years 2013, 2015, and 2017, we find that both increasing carsharing supply and being carsharing member are not effective measures to increase the share of walking, cycling, and public transport. The availability of mobility tools, especially the number of cars in households, are more important predictors., International Journal of Sustainable Transportation, 16 (9), ISSN:1556-8318, ISSN:1556-8334

Modern automobiles are composed of more than 2000 different compounds comprising 76 different elements. Identifying supply risks across this palette of materials is important to ensure a smooth transition to more sustainable transportation technologies. This paper provides insight into how electrification is changing vehicle composition and how that change drives supply risk vulnerability by providing the first comprehensive, high-resolution (elemental and compound level) snapshot of material use in both conventional and hybrid electric vehicles (HEVs) using a consistent methodology. To make these contributions, we analyze part-level data of material use for seven current year models, ranging from internal combustion engine vehicles (ICEV) to plug-in hybrid vehicles (PHEVs). With this data set, we apply a novel machine learning algorithm to estimate missing or unreported composition data. We propose and apply a metric of vulnerability, referred to as exposure, which captures economic importance and susceptibility to price changes. We find that exposure increases from $874 per vehicle for ICEV passenger vehicles to $2344 per vehicle for SUV PHEVs. The shift to a PHEV fleet would double automaker exposure adding approximately $1 billion per year of supply risk to a hypothetical fleet of a million vehicles. The increase in exposure is largely not only due to the increased use of battery elements like cobalt, graphite, and nickel but also some more commonly used materials, most notably copper.

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.

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.

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.

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.

Users’ journeys to healthcare centers generate high greenhouse gases (GHG) emissions into the atmosphere. The aim of this work is to calculate the carbon footprint generated by these trips, conside...

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.

Street functional classification comprises a principal element of urban road networks. However, the conventional approach that has dominated urban and transport planning, has given main priority on car movement. This condition lead to significant negative impacts on cities such as major severances to the urban fabric, low multimodality level, inaccessible road environment for pedestrians and cyclists. As a result, it is clear that we should embark into a new hierarchy system, enhancing and supporting sustainable transport modes. The current research intends to develop a method that determines the strategic road network of a metropolitan region based on a multicriteria analysis process (MCA). More specifically, at first, we created 3 alternatives of re-defining the current strategic road network of the study area. These alternatives propose 3 different strategic network classifications according to several parameters; i) connectivity properties, ii) route position in the road network, iii) urban interest, iv) existence of major public transport lines and metropolitan cycling routes, as well as v) their existing classification condition. Afterwards, we evaluate these alternatives using multicriteria analysis (REGIME method) in order to choose the most efficient one. The evaluation process uses various criteria which cover a considerable range of urban and transport issues. The selected alternative adopts a two-dimensional matrix approach, which addresses the significance of the routes and the modes prioritized. The method is applied to the metropolitan area of Athens in Greece. It is worth noting that the selected alternative can bring about notable benefits for the Greek capital, such as increase of walking, cycling and public transport share, improvement of traffic safety level, greener mobility (less GHG emissions and energy consumption), enhancement of the urban realm, better accessibility and coherence of the urban fabric. The method proposed, is a human-oriented planning tool which provides priority to sustainable modes and could be replicated to other areas with similar characteristics as well.

The benefits of car share, in terms of reduced car ownership and sustainable transport use have been widely recognised. Knowledge of motivators and barriers of car share adoption is crucial to inform policy, and yet this aspect has received little attention so far. This paper aims to comprehensively explore the range of psycho-social factors which determine the adoption of car share. In this study, two theoretical approaches were used to explore psycho-social determinants of car share adoption. First, the Theory of Planned Behaviour is used as a theoretical lens to identify the role of attitudes, subjective norms and perceived behavioural control in car share adoption. Second, the Theory of Innovation Diffusion is used to examine the process of adoption of car share and the barriers at different stages. While the former considers the determinants of the binary decision of becoming a car share, the latter unpacks the process of car share adoption. This qualitative study draws on data from five focus groups and 18 semi-structured interviews, conducted in Melbourne, Australia, with station-based car share member, ex-members and non-members. Insights confirmed that while cost, convenience and environmental concerns are important motivators, others factors also encourage car share use including sharing with the community, reducing/avoiding hassles related to car ownership (e.g. maintenance, parking) and, a desire to own fewer material possessions. Normative beliefs about car ownership, perceived difficulties in using car share (e.g. with children) and the planning and effort required to book and use car share were identified as some of the barriers. Barriers related to car share use varied depending on the stage of car share adoption. Initial barriers related to a lack of knowledge and normative beliefs about car ownership. The study also highlighted how motivators and barriers might vary for peer-to-peer and fleet-based car share. Insights from this study will be useful for car share operators and policymakers to address the practical and social barriers to car share adoption.

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.