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When dealing with road safety in Africa, one should bear in mind that road safety problems need to be seen in their context as the solutions proposed to address them. While it is relevant to consider international good practices, African stakeholders should become owners of the interventions addressing their problems and take the responsibility for developing and implementing the appropriate solutions, taking advantage of suitable technical assistance, if needed. Based on these considerations, in this paper, a presentation is made of the process used in the European research project SaferAfrica to define suitable Safe System projects in Africa. This project aims at supporting policymakers and stakeholders with evidence on critical risk factors, related actions, and good practices drawn from high-quality data and knowledge. In the project, road safety and traffic management capacity reviews at the country level were carried out in five countries (Cameroon, Burkina Faso, Tunisia, Kenya, and South Africa), following the World Bank guidelines. After conducting such a capacity review, these guidelines recommend the preparation and implementation of Safe System projects, “stand-alone, multisector initiatives targeting high-risk corridors and areas, with outcomes large enough to be reliably measured.” In SaferAfrica, this approach aims at facilitating the implementation of Safe System projects in the considered countries, by identifying detailed short-term improvement plans and producing contextualized terms of reference for some interventions per selected country. These interventions are remedial, they address high-priority concerns and demonstrate the viability of high potential gains within current administrative and legislative frameworks. To design interventions suitable to the existing context, the transferability audit tool was adopted within a “participative” process, involving all possible interested parties, from the institutions to NGOs. Results from the process are presented and discussed.

Smart or intelligent mobility has been the founding concept to address new technologies needed to develop future transport systems. The development of intelligent mobility has traditionally been much driven by the automotive industry. Research in this domain has traditionally focused on providing safe, comfortable, and affordable mobility to drivers and passengers. As the awareness of the effects of emissions released to the environment by transportation has been increasingly acknowledged, transport systems have since then expected to be “intelligent” also in terms of sustainability. Furthermore, social issues, such as transport poverty and social exclusion, have emerged as key topics. By performing a bibliometric analysis of scientific literature, reviewing inter-governmental policy documents, and analyzing national (Finland) government programs, this paper shows how there has been a shift of thought at conceptual and semantic levels regarding what we perceive as smart mobility. The findings quite clearly suggest that the policy debate as well as research topics have taken the shift first from traffic safety toward technology orientation, and thereafter further toward a more holistic perception of sustainability. “Inclusiveness” appears to be the latest theme in the transport policy debate at the European Union level, although research on it is still marginal.

The aim of this publication is to present the relationship between the dominant forms of urban mobility and the environmental pressures of the transport sector as well as the quality of life of the inhabitants of large cities and urban agglomerations. The presentation of trends and scenarios is based, on the one hand, on statistics describing current development trends and, on the other hand, on scenarios, recommendations, and commitments defined in European, national, and local governmental documents programming the socio-economic development of urbanised areas and the directions of climate transformation in their area. The article consists of a brief introduction, background on the latest regulations in the field of sustainable urban mobility, and a comparative analysis of environmental demands, along with actual trends observed in the transport sector in urbanised areas. It closes with conclusions relating to the validity and effectiveness of current transport and environmental policies, and recommendations, whilst identifying areas and instruments that increase the likelihood of achieving the stated objectives.

With the increasing use of automated vehicles (AVs) in the coming decades, government authorities and private companies must leverage their potential disruption to benefit society. Few studies have considered the impact of AVs towards mode shift by considering a range of factors at the city level, especially in Australia. To address this knowledge gap, we developed a system dynamic (SD)-based model to explore the mode shift between conventional vehicles (CVs), AVs, and public transport (PT) by systematically considering a range of factors, such as road network, vehicle cost, public transport supply, and congestion level. By using Melbourne’s Transport Network as a case study, the model simulates the mode shift among AVs, CVs, and PT modes in the transportation system over 50 years, starting from 2018, with the adoption of AVs beginning in 2025. Inputs such as current traffic, road capacity, public perception, and technological advancement of AVs are used to assess the effects of different policy options on the transport systems. The data source used is from the Victorian Integrated Transport Model (VITM), provided by the Department of Transport and Planning, Melbourne, Australia, data from the existing literature, and authors’ assumptions. To our best knowledge, this is the first time using an SD model to investigate the impacts of AVs on mode shift in the Australian context. The findings suggest that AVs will gradually replace CVs as another primary mode of transportation. However, PT will still play a significant role in the transportation system, accounting for 50% of total trips by person after 2058. Cost is the most critical factor affecting AV adoption rates, followed by road network capacity and awareness programs. This study also identifies the need for future research to investigate the induced demand for travel due to the adoption of AVs and the application of equilibrium constraints to the traffic assignment model to increase model accuracy. These findings can be helpful for policymakers and stakeholders to make informed decisions regarding AV adoption policies and strategies.

In the EU, the transport sector is the only sector with increasing GHG emissions compared to 1990. While harmful emissions have decreased due to successful regulation, transport performance, fossil fuel consumption and thus CO2 emissions have continued to increase, despite powertrain efficiency improvements. Meaningful regulation, which can be market-based (MBI) and non-market-based (NMBI) by nature, is needed to meet climate targets. To understand the mechanisms, effects and limitations of MBI and NMBI, this study investigates and evaluates selected regulations in the German road transportation sector until 2020. Therefore, this study identifies, describes, and categorizes environmental policy instrument types. Based on this step, selected instruments in the road transportation sector are identified by their type and implemented policies are described and assessed. Furthermore, an assessment methodology is developed to evaluate and score target achievement, cost-efficiency and practical feasibility by linking the outcomes of instruments to its goals. Based on the findings of this assessment, conclusions and recommendations are developed and discussed. Finally, results and general properties of policies and their type of instruments are extrapolated, and general statements about market and non-market-based instruments in a broader context for future regulation and market designs are projected. The study discovers that fuel producers and distributors, vehicle manufacturers and sellers are directly regulated by non-marked-based instruments, despite the EU Emissions Trading Scheme (ETS). On the customer side, primarily market-based implemented except for low-emission zones, which are direct regulations. The study finds that holistic representation and realistic internalization of external effects in a market is complex and will never be complete. Still, sufficient representation can be enough to drive transformation in the transport sector. The CO2 price itself is not sufficiently representing the consequential costs of climate change induced by road transport, but it helps to make low-carbon alternatives economically viable. Overall, the study finds that most implemented regulations in the German road transport sector were successful in relation to their goals. [ABSTRACT FROM AUTHOR]

Thanks to the development of increasingly sophisticated machine-learning techniques, it is possible to improve predictions of a particular phenomenon. In this paper, after analyzing data relating to the mobility habits of University of Foggia (UniFG) community members, we apply logistic regression and cross validation to determine the information that is missing in the dataset (so-called imputation process). Our goal is to make it possible to obtain the missing information that can be useful for calculating sustainability indicators and that allow the UniFG Rectorate to improve its sustainable mobility policies by encouraging methods that are as appropriate as possible to the users' needs. [ABSTRACT FROM AUTHOR]

(1) Background: The emergence of autonomous vehicles (AVs) is likely to have substantial implications for walking behaviours due to the availability of new transport options and altered physical environments within cities. The aim of this exploratory study was to identify AV-related factors that could affect walking at the population level and strategies to ameliorate any negative effects. (2) Methods: A total of 46 Australian expert stakeholders were interviewed about their perceptions of the potential impacts of AVs on walking behaviours. The interviewees represented government departments (state and federal), non-government organisations (NGOs), private sector companies, peak bodies, and academia. (3) Results: Interviewees expected AVs to have different effects on individuals' ability and motivation to engage in planned versus incidental walking. While those with innate motivation to walk as a form of exercise or leisure may experience enhanced participation opportunities, it appears that incidental walking could be adversely impacted through the availability of convenient AV door-to-door transport options and automated home delivery services that reduce walking related to commuting and shopping. (4) Conclusions: Proactive policy actions are needed to optimize the potential positive impacts of AVs on walking and circumvent the potential negative impacts on valuable incidental walking that constitutes a key component of many people's total physical activity. [ABSTRACT FROM AUTHOR]

Women and men often do not experience equal mobility opportunities in their societies. Increasingly, gender is being recognized to play a significant role in transport planning, particularly for addressing individual mobility needs in urban and rural areas. By understanding the link between male and female travelers' preferences, perceived values, and travel behavior, as well as experienced barriers, transport systems could be better tailored to women's activities and mobility needs by putting the women's perspective on center stage. Therefore, the objective of this paper is twofold: (1) to perform an in-depth analysis of women's and men's travel behavior to scrutinize the difference in perception of the value of travel time derived from travel experience using various transport modes and (2) to identify the significant factors influencing men and women's travel behavior in terms of transport mode choice. The empirical analysis is based on a multinomial regression model of 1406 female travelers and 1486 male travelers in eight European countries. In regard to the subjective values associated with users' perception of travel time worthwhileness, this research implies that the perception of enjoyable travel time and the perceived mood from the travel experience would increase the tendency of ridesharing and using private motorized modes of transport as a passenger among women. Results also demonstrate that women have a higher perception of the worthwhileness of travel time for walking compared to men using bicycle and micro-mobility systems and private motorized vehicles as a driver. Regarding public transport, a significant difference in the perceived worthwhileness of travel time between female and male users of public transport in the European urban areas was also discovered. [ABSTRACT FROM AUTHOR]

• We distinguish 4 groups of drivers based on driving behaviour and personality. • Risky drivers and Anxious-aggressive drivers are the most problematic for traffic safety. • Risky and Anxious-aggressive drivers own or wish to own large and powerful cars. • Both groups deliberately violate traffic laws and oppose stricter traffic safety legislation. • Voters for conservative and liberal parties are overrepresented in these groups. Traffic safety is high on the agenda of European governments. Yet, countries including Germany maintain policies that are commonly identified as increasing traffic risks, such as speed limits set too high or trends of greater car motorization and mass. To better understand some of the interrelationships of driver characteristics and car segments, this paper identifies different groups of drivers, based on a representative sample of German automobilists (n = 1211). Psychological instruments used to identify driver segments include the Driver Behavior Questionnaire (DBQ), the Multidimensional Driving Style Inventory (MDSI), and the HEXACO Personality Inventory. Based on k-means clustering, we identified four distinct groups: Risky drivers, Showy anxious-aggressive drivers, Anxious drivers and Calm drivers. Questions focused on socio-demographics, political orientation, and traffic laws are used to describe these psychographic segments. Findings suggest that Risky and Showy anxious-aggressive drivers represent a greater threat to traffic safety than other driver segments for different reasons: they drive more powerful and larger cars, deliberately violate traffic laws – creating unsafe traffic conditions for others –, and oppose legislation making traffic safer, while also voting for parties holding on to the status quo. As their political choices appear dominated by automobile interests, there are widespread implications for society. [ABSTRACT FROM AUTHOR]

The life expectancy of societies has grown as a result of more active and healthier lifestyles, as has the proportion of the elderly population. This situation triggered the graying of the society and the work of different disciplines on the subject. On the other hand, the mobility of an aging population has become a topic of transportation, and policies for elderly people, particularly in the West, have acquired prominence. This study examines transportation policies for the elderly on a local scale through the study area. The mobility requirements of the elderly, user subgroups, transportation policies, and transportation applications for these policies were investigated in this context, as well as how neighborhood-based practices in the Beşiktaş district would alter geographically. Levels of accessibility and availability, which stand out in the transportation needs of the elderly, were assessed on the basis of district neighborhoods using GIS analyses. Following the analyses, it was discovered that the neighborhoods in need of assistance are clustered in three main regions: Kuzey Beşiktaş, Hilal, and Beşiktaş Bazaar. Arnavutköy distinguishes out among the neighborhoods in terms of transportation applications. The study revealed that although the transportation policies for the elderly are determined throughout the district, the practices vary at lower scales. [ABSTRACT FROM AUTHOR]

Transport costs are a crucial element of applied spatial models such as spatial macro-economic models or interaction models for e.g. trade, migration or commuting. However, good estimates of these costs are not available at lower levels of spatial aggregation. In applied work, the distance between two regions is often approximated by the distance between the largest city in each region. For costs within regions, researchers often resort to crude ad-hoc approximations relating internal distance to the area of the region assuming a uniform internal distribution. This paper improves on this by considering averages of transport costs calculated between extremely large random samples of centroids which are drawn from a population grid. This allows calculating distances, travel times and transport costs both between and within regions, while taking into account the unequal distribution of population within the regions. The use of a detailed road network and many auxiliary datasets allows performing policy analysis. We assess the impact on transport cost of an increase in fuel prices, and find that it has a relatively high effect on transport costs in Eastern Europe. We evaluate transport infrastructure investment of the European Cohesion Policy program 2014–2020. The largest decreases in transport costs are found in targeted regions in Eastern Europe while the effect is much smaller in targeted regions in Southern Europe, suggesting decreasing returns to further transport infrastructure in these regions. We find significant inter-regional spillovers to regions directly bordering the regions targeted by the policy in Eastern Europe, such as in Germany and Austria, but also Finland and Northern Italy. The positive spillovers to EU regions in Western Europe are quite small. [ABSTRACT FROM AUTHOR]

A growing body of recent studies involves the social effects of distributive justice in the field of transportation, which mostly can be traced back to the studies of spatial mismatches, income, or gender inequality. So, this paper seeks to address challenges related to the conceptualization of capability and proposes a new aggregated framework to draw the connection between Resources, Conversion Factors, and Capabilities as the key terms of the Capability Approach. Consequently, by classifying the resources and conversion factors to "individual characteristics," "transportation options," and "urban living environment" dimensions, the model would provide an index that expresses the level of capabilities called the Capability Index (CI). The results of scenarios evaluated in this paper demonstrate that the significant difference in the capabilities is mainly affected by car ownership and income variables with 2.214 and 0.223 Cohen's d effect size, respectively. Also, disability in the young age group causes a more significant reduction in their capability index than their old counterparts. The model demonstrates the need to highlight the capability notion and the need for improving new methods to underscore human characteristics as the focal point in urban policy-making. [ABSTRACT FROM AUTHOR]

Innovation in mobility is proceeding at fast pace, the future disrupting technologies ranging from automation and connectivity to micro-mobility and electric propulsion. This research effort is justified by the impressive array of challenges that urban centres will face in the following decades, such as ageing population, urbanization and pollution. It is therefore understandable why the concept of Smart City is being researched and the major cities around the world are already carrying out trials for Smart Mobility Solutions. Still this trend, as many others, is not evenly spread but follows the urban/rural divide characterizing many of the current socio-economical phenomena. This paper, following the principles of responsible innovation, tries to build the case for a renewed research effort about smart mobility in low density areas. This is accomplished by presenting the results of a wide surveying effort across Estonian municipalities, focusing on the outputs from rural and small suburban centres. The results report what are the main mobility challenges across the region and what hindering factors are preventing envisioned solutions. Finally, the paper ties the identified mobility challenges to available Smart Mobility Solutions that arose from the surveying activity and from literature, assessing both feasibility and transferability. [ABSTRACT FROM AUTHOR]

Background: Cities globally have started to make substantial investment in more sustainable forms of transportation. We aimed to evaluate whether the construction of new cycling infrastructure in Paris and Lyon, France, affected population cycling activity along new or improved routes. Methods: Routinely collected cycle count data from January 2014 to March 2020 were acquired for the cities of Paris and Lyon. Improvements were identified at 15 locations with 6 months of pre- and post-intervention data. Comparison streets were chosen within Paris or Lyon for which pre-intervention trends in cycling were similar to those at intervention sites. Controlled interrupted time series analyses and autocorrelation were performed adjusting for seasonality. Random-effects meta-analysis combined results across streets within each city and overall. Results: On average, cycling counts/day increased on both intervention and control streets in Paris and Lyon. In general, results of the ITS analysis indicated no significant change in the level or trend as a result of the improvements in either city. Meta-analysis suggested that intervention streets in Paris had a larger positive pooled effect size for level change (218 cycle counts, 95% CI -189, 626, I2 = 0%) compared to Lyon (34, 95% CI -65, 133, I2 = 14%); however, confidence intervals for both cities were wide and included no effect. Conclusions: The findings suggest that improving or constructing new cycle lanes may be necessary but not sufficient to induce significant changes in cycling levels. There is a need to understand how context, intervention design and other complementary interventions can improve the effectiveness of new cycling infrastructure. [ABSTRACT FROM AUTHOR]

Transport policy boosts agricultural production and productivity in developing countries like Ethiopia. It increases timely mobility of agricultural inputs that result in a better information diffusion and technology transfer from points of origin to points of utilization and high level of adoption of modern agricultural inputs. This paper examines the effect of transport policy, road, and transport and communication infrastructures on agricultural productivity and production using the Autoregressive Distributed Lag (ARDL) bounds test for co-integration during the period of 1991 to 2018. The result indicates that the transport policy has a more significant effect on agricultural productivity and production as compared to the base scenario. The model results reveal the existence of significant and positive impact of transport policy, road, and transport and communication on agricultural production and productivity in the long run, but no such effect in the short-run. The results identify the existence of significant unidirectional causality running from agricultural production and productivity to road construction, and transport and communication development for all lagged years. There is no causality running from expansion of road construction to agricultural output growth with the one-three years time lagged. The long-run impact of infrastructure development on agricultural production and productivity is observed with the four and five years time lagged in this study. The long-run effects of road, and transport and communication on agricultural production and productivity can only be manifested with a time lag of four and five years. The government has some time buffer to put proper transport policies into action, and to invest into the road, transport and communication infrastructure in order to increase agricultural production and productivity. This is important findings that have imperative policy implications for government that transport policies could increase road accesses and connectivity to major road networks, movement of agricultural products and industrial raw materials from production/surplus areas to market places/deficit areas. Finally, implementation of transport policies along with agricultural policies could ensure a more significant effect on agricultural productivity and production since agricultural growth and infrastructural development reinforce each other as evidenced by the results of this study. [ABSTRACT FROM AUTHOR]

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The issue of organising efficient transport within Europe is one of the areas of a common policy of the European Union, shaped for over 30 years. Poland has been participating in this creative process since May 1, 2004. The intensity of the development of transport and the economy of individual countries that do not only belong to the Community but also have a significant impact on changes in the European Union's transport policy aimed at improving the course of pan-European transport corridors. In parallel with the creation of an effective European transport network, the rapid economic development of the regions belonging to the Union, including Poland, is becoming increasingly important. This article aims to discuss the issue of the development of the trans-European transport corridors, which also passes through the territory of Poland. In addition, this paper aims to present changes in EU policy concerning the shaping of transport infrastructure in Europe, following which a single transport network is to be created soon, meeting the communication and economic needs of the countries belonging to the Community.

The COVID-19 outbreak is changing the patterns in travel activity for key destinations.Travel behavior during the pandemic has not been investigated adequately, specifically in developing countries. A sound understanding of travel-mode choice determinants is needed to design interventions to slow down and prevent the spread of the COVID-19 disease. This study explores travel-mode choice determinants for three key destinations, the workplace, market, and hospital, in Islamabad, Pakistan, during the COVID-19 disease outbreak. This study used a primary dataset of 163 observations and applied the multinomial logit (MNL) regression to analyze it. The survey results highlighted that the proportion of public transport mode was marginal for the three key destinations because public transport was closed during the lockdown, except for the metro bus. The streamlined model estimation results implied that the family-size factor had no relationship with the travel-mode choice. Males were most likely to travel to the workplace and market by 2&3 wheelers and least likely to travel by car. Females, unemployedpersons, and students are likely to stay at home. Married people were more likely than single people to travel to the workplace and hospital by car. Self-employed people and state officials/public servants were most likely to go to the market by car. People living in towns/rural areas and cities were likely to travel by motorcycle/rickshaw and car, respectively. People living farther than 5 km from the workplace were most likely to travel by car, followed by motorcycle. This study is important for designing strategies to curb the pandemic with sustainable mobility during the lockdown.

Thisarticle examines the link between logistics indicators and economic growth in Kazakhstan in the period 1995-2019. Factors and the causal relationship between the indicators of transport development and economic growth, using the models of total production, demand and vector error correction,are studied. The analysis established specifics of the relationship between indicators of various types of transport and economic growth and their mutual influence, both in terms of directions and the nature of the relationship. A bi-directional cause-and-effect relationship between railway transport infrastructure and economic growth has been identified according to the Granger test. It was found that in a small economy, road and sea transport in the long term will lead to a higher rate of economic growth, and vice versa, economic growth encourages the development of pipeline transport and this in turn,in a one-way direction,stimulates the development of all other types of transport. It was revealed that economic growth in Kazakhstan leads to an increase in demand for transport and logistics services and their infrastructure to a lesser extent than in countries with large economies. To improve the effectiveness of the economy, a differentiated approach to transport policy is recommended depending on the highlighted long-term relationship between the studied parameters. Our research indicatesthat conditions for road and sea transport in Kazakhstan should be improved to stimulate economic growth. The results of the studycan be used as recommendations fordeveloping a long-term transport policy.

• This study updates knowledge surrounding transport policies. • A wide range of transport policies is evaluated. • Three policy components are identified: "traditional pull policies", "car-based push policies" and "emerging policies". • The LCA uncovers six distinct classes, illustrating a spectrum of preferences and attitudes. • The findings show potential for more radical transport policies compared to today's policy landscape. The current study contributes to the literature by exploring the acceptance and controversy surrounding different transport policies, examining how public preferences/attitudes explain these dispositions in the context of transitions towards more sustainable transport systems. A random and representative Norwegian-population-based sample (n = 1002) was used for the analysis purpose. A two-fold approach is employed. A principal component analysis is performed first to determine which transport policies (20 policies) are homogeneously evaluated. Secondly, a latent class analysis is used to classify unobserved subgroups of people and distinguish classes of acceptance/controversy patterns. We identify three distinct components of public evaluations of transport policies: "traditional pull policies" focusing on non-restrictive strategies such as incentives for public transport; "car-based push policies" focusing on actively limiting car use; and "emerging policies" focusing on innovative technologies such as electrification and automation. The latent class analysis uncovers six distinct classes, illustrating a spectrum of preferences and attitudes. These classes encompass individuals ranging from strong opposition and neutrality to strong support for various policy types. A highly environmentally conscious class, characterized by higher education levels, strongly supports diverse transport policies, including push and emerging measures, showcasing a commitment to sustainability and readiness for personal sacrifices. However, challenges arise from a class that strongly opposes all types of policies, including traditional pull measures. This class exhibits robust expectations and concerns about policy (features) impacts such as clarity, effectiveness, and fairness, and it is skewed towards a higher proportion of men, with relatively older members. Moreover, they have concerns that such policies might cause adverse consequences for them, such as additional travel time and reduced social interactions. In conclusion, the diverse patterns identified within the population highlight the need for a comprehensive approach to developing transport policies. For the transition towards more sustainable transport systems, the findings show potential for more radical transport policies compared to today's policy landscape. [ABSTRACT FROM AUTHOR]

[Display omitted] To overcome the challenge transport presents to net zero, the Scottish Government has proposed a series of interventions to significantly reduce transport emissions and car kilometres travelled. This paper develops, validates and applies a system dynamics model of the Scottish road passenger transport sector to interrogate key proposed interventions up to 2030: namely, modal shifting sub-10 km car journeys to active travel, modal shifting medium-length car journeys to buses, achieving a majority electrification of the bus fleet, and replacing 50 % of petrol/diesel cars with electric vehicles. Results indicate government targets can be met, but only as a result of multiple interventions. Modal shifting of medium-length car journeys and private car electrification are predicted to be the most effective interventions for emissions reduction, although these measures alone do not attain reduction targets. Results further indicate that realising the reduction in car kilometres does not guarantee the emissions target will also be achieved. [ABSTRACT FROM AUTHOR]

Transport policies targeting emission reduction and air quality improvement typically discourage private car use and promote shifts to mass transit (bus, metro). However, possible increase of travelers' exposure while adapting to those policies have often been overlooked, which is addressed in this work via a case study of Heavy Pollution Episodes (HPEs) in Chengdu, China, using city-scale traffic camera and transit ridership data. By investigating traffic fluctuation and modal shift under prolonged license plate rationing for private cars and free or discounted fare for mass transit, we show that the reduction of small car traffic was marginal (up to 2.3 % in 24-hour periods), which, environmental benefits wise, is negligible according to air quality modelling. Meanwhile, over 3.23 % of car users switched to mass transit during Orange-level alerts, with a higher degree (by 19 %–39 %) of exposure to PM 2.5. Our findings highlight the importance of exposure-centric decision making during HPEs. [ABSTRACT FROM AUTHOR]

This paper explores how political-institutional factors influence the transition towards automated vehicles (AVs) in New Zealand (NZ). Using the lens of 'mobilities paradigm' and analysing policy documents along with interviews data from government officials, the findings reveal the complexity of governing AVs transition due to fragmented responsibility, contested visions, and high interdependency across government agencies. The findings suggest that strong political leadership coupled with infrastructure investments and building regulators' capability are important catalysts of change towards AVs transition in NZ. The paper concludes that the complex governance environment, and the central government action and inaction to set priority for the AVs agenda, may hinder or facilitate a smooth transition towards AVs in NZ. This paper contributes to the mobilities paradigm by enriching our understanding of the political-institutional challenges associated with the emergence of AVs and offers illuminating policy guidance to better inform decision-making around governing the future transition towards AVs. [ABSTRACT FROM AUTHOR]

Bicycle-metro integration, in which bicycling is used as a flexible feeder mode to connect with public transport nodes presents new opportunities for sustainable transportation. It is known that the built environment can influence travel attitudes and choice, yet the empirical evidence for the role of built environment features in shaping the bicycle-metro integration remains rare. Inspired by the idea of text mining, this article is an attempt to demonstrate a data-driven semantic framework to capture key topic-based features of land use and bicycle-metro integrated usage in the vicinity of metro stations as well as their interactions. Latent Dirichlet Allocation topic modeling is analogously implemented here to generate a range of probability-based land use patterns and mobility patterns, and the associations between them are investigated by multivariate linear regression. A case study from Shanghai shows that the mixed land use and diversification of urban functions in the catchment areas of the metro stations can be detected effectively by 11 identified land use patterns. Based on 7 derived mobility patterns, this paper gives a probabilistic explanation to the time-varying properties of the bicycle-metro usage. All of the above thematic topics exhibit notably heterogeneous patterns in spatial distribution. The topic compositions in terms of land use pattern and mobility pattern at the station level reveal the current performance of station areas. Plus, results from the regression analysis confirm that most of the land use patterns that are related to various mixed use have close relationships with mobility patterns of bicycle-metro integration. Yet it is noteworthy that the effects of land use patterns often differ and change over time, namely affecting different mobility patterns. This study gives rise to alternative insights into the synergy between bike sharing and metro, which may help policymakers to develop more targeted TOD strategies. [ABSTRACT FROM AUTHOR]

Given the various advantages of electric vehicles compared to conventional gasoline vehicles in terms of energy efficiency and environmental pollution (among others), this paper studies the factors affecting customers' willingness to purchase electric vehicles. An integrated discrete choice and agent-based approach is applied to model the customers' choice for the valuation of electric vehicles based on the internal reference price. The agent-based model evaluates customers' preferences for a number of personal and vehicle attributes, according to which vehicle they chose. Data from 376 respondents are collected to estimate a random-parameter logit model where customers are asked to reveal their preferences about five attributes of electric vehicles, including travel range, top speed, charge cost, government incentives, and price. The role of social networks of customers and their threshold purchase price is also examined in the agent-based model. The scenario simulation results indicate that the allocation of government incentives for electric vehicles, decreasing electric vehicle/non-electric vehicle price gap, expanding electric vehicle travel range, increasing gasoline prices, and enhancing electric vehicle top speed stimulate electric vehicle market shares, respectively. [ABSTRACT FROM AUTHOR]

Having observed a litany of transport projects afflicted by community opposition in recent years, Australian scholars are increasingly recognising the contested nature of transport policy. Many have struggled for a satisfying explanation for these contests – how they work; what determines their outcomes. I argue progress in understanding these conflicts requires that we abandon a key theory in contemporary transport policy scholarship: path dependence. Here I put forward an alternative approach that places contestation right the core of our approach to transport politics. I illustrate its potential to explain policy continuity and reversal by way of two Melbournian case-studies. [ABSTRACT FROM AUTHOR]

Remote communities in Australia face unique mobility challenges that may be further complicated by the transition from Internal Combustion Engine vehicles to Electric Vehicles (EVs). EVs offer numerous advantages including lower maintenance requirements and independence from costly, dangerous and polluting petroleum imports. Yet the adoption of EVs in Australia has been slow by international standards, and what policiesdo exist tend to focus on incentivising uptake among urban residents with the means to afford new technologies, potentially leaving remote communities in the 'too hard basket'. In this study, we assess the feasibility of EVs for communities in remote Australia using Geographic Information System analysis of travel distances between communities and service hub towns utilising present-day EV specifications and charging technologies. We show that, while EV travel is often not currently feasible for trips to large service hub towns using low-range vehicles, over 99% of communities and residents would be able to travel to their nearest small service hub town with existing long-range EVs. This suggests that while the barriers to the electrification of transport in remote communities are significant, they are not insurmountable and are deserving of consideration in national and state policy developments in the deployment of charging infrastructure. [ABSTRACT FROM AUTHOR]

Around 90% of accidents stem from human error. Disruptive technology, especially automated vehicles (AVs), can respond to the problems by, for instance, eradicating human error when driving, thus increasing energy efficiency due to the platoon effect, and potentially giving more space to human activities by decreasing parking space; hence, with the introduction of the autonomous vehicle, the public attitude towards its adoption needs to be understood to develop appropriate strategies and policies to leverage the potential benefits. There is a lack of a systematic and comprehensive literature review on adoption attitudes toward AVs that considers various interlinked factors such as road traffic environment changes, AV transition, and policy impacts. This study aims to synthesize past research regarding public acceptance attitude toward AVs. More specifically, the study investigates driverless technology and uncertainty, road traffic environment changes, policy impact, and findings from AV adoption modelling approaches, to understand public attitudes towards AVs. The study points out critical problems and future directions for analysis of AV impacts, such as the uncertainty on AVs adoption experiment, policy implementation and action plans, the uncertainty of AV-related infrastructure, and demand modelling. [ABSTRACT FROM AUTHOR]

This article was motivated by the urban mobility changes observed at the onset of the COVID-19 pandemic in Brazil. We aim to analyze travel behavior before and during the COVID-19 pandemic in Brazil considering two samples of revealed preference online data, independent samples tests, multinomial logit models (MNL), and mixed logit models (ML). The analysis shows a decrease in Urban Public Transport (UPT) use. Comfort and frequency of the UPT service were important factors to attract users during the pandemic period. Ridesourcing services were used for leisure purposes before the pandemic. During the pandemic, they were used for health purposes. Active modes were used more for shopping and leisure purposes during the pandemic. Regarding car users, such as drivers, it was found that they used ridesourcing less often during the pandemic than before. The main contribution of this research concerns the changes in travel behavior that might remain and how these analyses can shape sustainable transportation public policies in the future. Therefore, for a Brazilian study case, this article suggests an increase in the quality of UPT services, a reform on pricing regulations for UPT, an increase in the infrastructure for active modes, an implementation of car demand management strategies, and more strategies to support teleworking as a form of traffic demand management. [ABSTRACT FROM AUTHOR]

Transport policy represents a process of regulating and controlling the provision of transport services. In the past, the main emphasis was on the efficient transport connections and safety of drivers and other participants in transportation. These issues are still important and topical; however, due to the enormous increase of vehicles on the streets and harmful gas emissions, noise, congestions, and other negative effects of transportation, some other topics emerged that need to be considered in the design of sustainable development strategies, especially in big cities. This explanation leads to the conclusion that setting a transport policy represents a typical multi-criteria decision-making problem. There are usually certain alternative directions in the design of transport policy that should be assessed by more evaluation criteria, often opposed to each other. This is exactly the problem that is considered in this paper where three concepts of last-mile delivery of postal items are analyzed as the possible directions in the design of transport policy in cities. We applied three multi-criteria decision-making techniques: WASPAS, ARAS, and CoCoSo. The proposed methodology is tested and verified in a real-life case study considering the city of Niš. In the concrete case, the results showed that the best alternative in the design of last-mile delivery activities at the city level is the introduction of inner-city hubs. [ABSTRACT FROM AUTHOR]

Accessibility differences across individuals are a core topic in the transport equity debate. Space-Time Accessibility measures (STAs) have often been used to show such differences, given their sensitiveness to individual spatial and temporal constraints. However, given their complexity, STAs cannot properly isolate the specific role of the transport system in individual accessibility differences, since it is mixed with several other spatial, individual and temporal factors. To isolate the role of the transport system, this study introduces a Space-Time Transport Performance measure (STTP) that (a) grounds on the individual daily schedule of fixed activities, (b) calculates the generalised transport costs each individual has to bear to perform such schedule, and (c) weights it against the Euclidean distance between the activities of such a schedule. STTP is tested together with STA for a small sample of individuals living and performing their daily activities within the 22nd district of Vienna. This test provides two main findings: first, individual differences registered by STTP tend to be smaller than those highlighted by STA, according to the former's more narrowed and transport-specific approach. Second, individuals with the highest STA do not necessarily register the highest STTP (and vice versa). Indeed, some may experience limited transport performances when running their mandatory daily schedule, while registering a high degree of access to discretionary activities according to their constraints and opportunities at disposal (and vice versa). Considering these results, STTP may be seen as a complementary indicator to be used together with STA to analyse both general and transport-specific individual accessibility differences. Its role is particularly important for transport policy makers, who should understand which accessibility differences are directly linked to the performances of the transport system and could be remediated through transport policies. [ABSTRACT FROM AUTHOR]

In the article, a statistical approach to the assessment of the emission rates discharged by road traffic in a spatial context is proposed. It exploits the 'yearly average vehicle', an indicator representing the pollutant emission rate of the average vehicle belonging to a specific category, considering the statistical variability of most of the involved traffic parameters: the vehicle speed and mileage travelled in the considered time. Finally, indicators assessing both the most probable value among the possible emission rates and the extent of their variability range are proposed. They may also be used to underpin decision-making processes, when the effects of different policies addressing air pollution issues are to be evaluated. Therefore, they are suitable for the analysis supporting urban planning activities, with a view to addressing and mitigating the effects and the consequences of pollution due to the transportation sector of the urban context. In addition, they can also be exploited by researchers when prediction analyses are to be performed. [ABSTRACT FROM AUTHOR]

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