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A crucial role in the organization of passenger transportation, and thus mobility of the population is played by an effective implementation of the national transport policy and the state and the local government. It provides a foundation for the solution of problems of financial provision of the individual types of transport and should contribute to making plans of activities in this area for individual entre-preneurs and investors. The article deals with the existing approaches to the determination of the areas vehicle access category. Its main characteristics (economic, institutional and social) are analysed. The search for new methodological framework that allows to consider the problems of theoretical and practical justification of the adequacy of the system evaluation of territorial differentiation of population life quality from the perspective of the institutional changes has been made. It has been proved that ac-cessibility is the economic category, which is deter-mined by the level of development of the productive forces of society and the level of development needs in traffic for economy and population. As an institu-tional category, it represents the interconnection of factors system (spatial, temporal, cost, quality, so-cial), and is justified to meet the requirements for transportation of people and / or cargo. In the context of rural areas, transport accessibility represents the ratio of three parameters: the need for transport services for peasants, the possibility of their provision by transport territorial systems and the state regulation and control. As a result of its low level, the socially guaranteed minimum transport services are not provided in the village, which leads to discrimination of rural residents. There is a necessity to consider the transport policy of the state to create total transport accessibility of rural areas on the basis of cooperation rather than competition of various transport modes. Due to the objective limitations of public resources, an effective system for its implementation at all levels actualizes the use of Institute of state-private partnership, which allows to include the development of social infrastructure in rural areas private-sector resources in the list of socially important tasks.

Abstract In this paper the strategic transport policy assessment instrument HIGH-TOOL is presented. The model has been developed for the European Commission, allowing policy-makers to identify the most advantageous transport policies and to strategically evaluate the impacts of transport policies on transport, environment and economy. The main innovation of this policy assessment tool lies in the integration of originally independently functioning models – i.e. passenger and freight demand, demography, and vehicle stock models, as well as economic, environmental and safety assessment models. With its traffic zones at the regional level of NUTS-2 and its aggregated view on the transport system, the instrument has a relatively lean structure avoiding runtime problems, without losing the spatial dimension. What distinguishes HIGH-TOOL from all other European transport policy assessment instruments: the model is an open source tool, it is freely available and does not require any commercial software to be run. In combination with its modular structure the HIGH-TOOL model can relatively easily be adjusted to other modelling methodologies or data. It can also comparatively easily be made responsive to “new” policies which are not in the scope of the current model version. Thus the HIGH-TOOL model lays the foundation for further innovations in the assessment of transport policies and mobility concepts.

Econometrics tools in framework of Transport and Economic Balance (TEB) for transport planning and forecasting are aimed at improving transport links and transport connectivity via accounting the ratio between the volume of production and consumption of goods and the demand for transport services for their import and export. The TEB’s econometrics model includes the basic balance equations that define its structure and formation rules. The transport and economic balance of the Russian Federation aggregate the actual and forecast freight flows and their correspondence between the regions of the country (OD-matrix) by rail, road, inland water and maritime transport by type of commodities. The balance of actual freight traffic built for 2007-2016 based on statistics for industrial production, domestic and external trade, construction, agriculture and energy, as well as statistics for rail, maritime, inland water and road transport. The forecast of the cargo base and freight traffic is built for the period up to 2030 using the scenarios and forecast estimations by the Ministry of Economic Development of Russia, as well as the indices of regional economic development, considering the technological and transport connectivity of main cargo generating industries. The TEB will make it possible to calculate and substantiate the predicted impacts on the infrastructure considering various options for its reconstruction and development, changing routes, optimally distribute the forecasted flows over the network, considering the predicted characteristics of throughput, speeds and predictability of delivery time, workload of transport network and elimination of bottlenecks.

This article presents the concept of transportation demand management (TDM) in the EU transport policy context. Authors present the source of transport intensity problems and also show good practices that effectively reduce the transport demand. To identify the major transportation demand problems that cities are faced with, primary and secondary research was carried out. Primary research shows the social awareness of mobility management. Secondary research consists of a thorough review of the existing literature on transport problems faced by cities. From this view, it is clear that transport in relation to the length of the roads in Poland is one of the highest in Europe. This paper also indicates that the current urban policies are often the main causes of suburbanization.

The author analyses the transport policy of the rail sector in Croatia and tries to give answers regarding the policy stability and change based on the actors in the rail transport. The aim of the paper is to give an overview of the development of the rail sector in modern Croatia and to explore, in a larger period, the relations and beliefs of all types of actors in this area at the national level. As a theoretical background, the author uses an advocacy coalition framework, which states that policy actors are grouped into coalitions within a policy subsystem in which they advocate their beliefs in order to transfer them into government programs, thus provoking change and stability in the system. The author methodologically uses qualitative content analysis in the form of coding of the collected material based on transcripts of interviews with actors, official documents, and transcript of one parliamentary debate. Following is a review of the historical development of the rail sector in Croatia, with an emphasis on the post-independence Croatia period, which provides a basis for concrete research findings. The results are presented in two units: (1) identified actors and their relations, and (2) beliefs of actors. The follow-up discussion points to the existence of similar patterns of beliefs among the actors at the national level. However, the empirical material collected does not establish clear relationships that could be classified as an advocacy coalition. In conclusion, the author argues that the coded material does not give away any importance of the coalitions of actors at the national level for policy stability and change of rail sector leading to recommendations for further research in this area, where other transport sectors should be included as well as international actors.

Abstract Objective: To describe the degree of community support – and factors associated with this support – for a number of potential transport policy options among an inner‐city sample of residents in Sydney, Australia. Methods: This study analysed data collected from a cross‐sectional online survey: Wave 3 of the Sydney Transport and Health Study, conducted in September–October 2015 (n=418). Results: There was a high level of overall support for policies to make public transport cheaper (85%), have more bicycle paths separated from motor vehicles (82%) and have a public bike‐share program (72%), with similar levels of support across usual commute mode, age and sex. Conclusions: Despite a natural tendency for respondents to support transport policies that were of most relevance to themselves, it appeared that, in this sample, public support for public transport and bicycling policies remained strong across all respondents. Implications for public health: Policies that support public transport and active travel and achieve positive health outcomes would be well received by inner‐Sydney residents.

Ken Mathers, long-time roads bureaucrat in the Victoria Public Service, has been a uniquely influential figure on the state's transport scene since the late 1990s. His projects have dominated the agenda, sometimes against the initial misgivings of the governments he served. This article argues we can explain Mathers' influence in terms of policy entrepreneurship. It will show that, contrary to the dominant view in recent scholarship, transport policymaking in Victoria is sufficiently messy that an entrepreneur like Mathers could shift the agenda to get his projects up, looking in particular detail at the case of the now-infamous East-West Link. Finally, examining the failure of East–West, it will suggest some doubts about whether we can really expect entrepreneurs to wrangle all the relevant political actors, and whether they are in fact as central to policy change as the theory leads us to think. [ABSTRACT FROM AUTHOR]

Although the policy of abolishing fares in public transport—here referred to as "fare-free public transport" (FFPT)—exists in nearly 100 localities worldwide, it has not been thoroughly researched. To start filling this gap, I enhance the conceptual clarity about fare abolition. I start by providing a definition of FFPT, discussing its different forms, and introducing a distinction between "partial" FFPT and—the main focus of the paper—"full" FFPT. Next, I distinguish three perspectives on full FFPT—first, approaches that assess fare abolition primarily against its economic impact; second, analyses that look at its contribution to "sustainable" development; third, more critical arguments highlighting its politically transformative and socially just potential. Against the background of this debate I offer the most comprehensive inventory of full FFPT programmes to date, and begin to chart and examine their global geography. As a result, FFPT emerges as a policy that takes diverse forms and exists in diverse locations. Supported and contested by diverse rationales, it cannot be analysed as transport instrument alone. [ABSTRACT FROM AUTHOR]

The simultaneous growth of textual data and the advancements within Text Analytics enables organisations to exploit this kind of unstructured data, and tap into previously hidden knowledge. However, the utilisation of this valuable resource is still insufficiently unveiled in terms of transport policy decision-making. This research aims to further examine the potential of textual big data analytics in transportation through a real-life case study. The case study, framed together with the Danish Road Directorate or Vejdirektoratet , was designed to assess public opinion towards the adoption of driverless cars in Denmark. Traditionally, the opinion of the public has often been captured by means of surveys for the problem owner. Our study provides demonstrations in which opinion towards the adoption of driverless cars is examined through the analysis of newspaper articles and tweets using topic modelling, document classification, and sentiment analysis. In this way, the research attends to the collective as well as individualised characteristics of public opinion. The analyses establish that Text Analytics may be used as a complement to surveys, in order to extract additional knowledge which may not be captured through the use of surveys. In this regard, the Danish Road Directorate could find the usefulness while understanding the barriers in the results generated from our study, for supplementing their future data collection strategies. However there are also some methodological limitations that need to be addressed before a broader adoption of textual big data analytics for transport policy decision-making may take place. [ABSTRACT FROM AUTHOR]

Bike sharing schemes (BSS) have become popular around the globe. However, new schemes often cause issues due to conflicting interests. In recent years, this was the case with free-floating bike sharing schemes (FFBSS). This paper analyzes the situation of bike sharing (station-based and free-floating) in Vienna with a focus on regulations. Solutions of past problems and present challenges are presented. Additionally, the situation is compared to selected cities around the world (Tianjin, Singapore, Melbourne, Seattle, Amsterdam and Oxford). Expert interviews and literature review present the basis for the case study in Vienna. Information on policies of BSS in other cities has been retrieved from newspaper articles, academic publications and bike sharing regulations. Different types of bike sharing caused different types of issues. The station-based system resolved past problems and needs to be modernized. The mixed system competes with private bikes for space at public bike racks and set up a management system to avoid this problem. FFBSS are mainly concerned with vandalism and illegal parking. The authorities introduced a local police regulation for FFBSS, which caused the operators to withdraw from Vienna. A similar outcome was observed in other cities as well. The cities responded with different regulatory approaches to FFBSS, such as laws, permits and contracts. The approaches vary significantly in duration of implementation. A legal framework is needed to cope with new forms of mobility such as FFBSS. Here, cities can learn from successful station-based schemes that were introduced in close cooperation with governments. Regulations should be set up considering all stakeholders and also ensure that operators do not externalize costs by drawing on public resources. • Different issues can be attributed to different types of bike sharing systems. • Vienna's station-based system resolved past problems and needs to be modernized. • Free floating systems are mainly concerned with vandalism and illegal parking. • Different regulatory approaches vary significantly in duration of implementation. [ABSTRACT FROM AUTHOR]

Policymaking in the transport sector is changing, and the growth of cycling policy throughout the globe is one indicator of this. Whether driven by the environmental movement, climate change or by changes in urban culture, transport policy constitutes an important arena for shaping the future of cycling. This article discusses two distinct periods of cycling promotion in Munich spanning roughly 50 years: initial policies to develop a bicycle transport system in the 1980s and 1990s, and more recent policies to foster a stronger cycling culture from the 2000s to 2014. The contextual and discursive dynamics of policymaking are assessed to make sense of how a change in policy discourse came about. Ultimately, change is explained through reflecting on the changing dynamics of policymaking processes themselves to promote cycling: changing conditions and cultures of everyday mobility, new governance approaches to transport policy, and the diversification political actors and expertise. The article closes with discussing the insights these dimensions provide for fostering sustainable cycling futures. [ABSTRACT FROM AUTHOR]

Sustainable mobility is one of the most current challenges of contemporary spatial planning, which focuses also on parking policy. Keeping balance between the demand and supply of parking space as well as using those in public space is under debate in many cities. The goal of the research was to evaluate the efficiency of parking policy on the 3rd Jagiellonian University Campus in Krakow. For five days, at three fixed times, the occupancy level of parking spaces was measured, and the obtained results were analyzed, which helped Authors to propose a number of spatial and organizational solutions. For a better understanding of the source of the problems, photographical documentation was made and unstructured interviewing was conducted. The Authors came to a conclusion that the parking space resources are used ineffectively despite the fact that the number of parking spots exceeds the demand of users. The obtained results were discussed in relation to the experiences of other universities in the country and in the world. The main idea of the article is to look at the university as an institution with special social responsibility in the implementation of solutions ensuring sustainable mobility. [ABSTRACT FROM AUTHOR]

This study presents a mixed network data envelopment analysis (MNDEA) model with shared resources, a two-stage network, and parallel structures integration developed through the application of directional distance function theory. Environmental factors and a transport policy are introduced into the model to assess the effects on the efficiency and effectiveness of an urban metro system and associated subsystems. Using data from a metro system between 2005 and 2015, a case study is conducted. Following the inclusion of subsystem area population density data and transfer ridership constraints, indications from the MNDEA model suggest that a service technology change could lead to improvements to the metro system and associated subsystems. By contrast, the inclusion of a car ownership variable does not appear to influence the production technology of the metro system and associated subsystems over the same analysis period. The results lend support to the notion that the proposed model could be used to determine the efficiency and effectiveness of urban metro systems and associated subsystems simultaneously. The model also enables the determination of the ratios of shared inputs across production and service processes. The proposed model includes the non-storable services, multi-product, and multi-capacity system features of the metro system. The MNDEA model could enable operators to gain valuable insight into the performance of metro systems and associated subsystems, which in turn could enable the development of improvements. The proposed model could also be applied to analyze the efficiency and effectiveness of the "route-based" or multi-modal aspects of public transport. • Directional distance function theory is applied in the development of a mixed network data envelopment analysis (MNDEA) model. • The MNDEA model accounts for non-storable services, multiple systems, and joint-product characteristics within a metro system. • Transport policy and environmental factors are considered in the MNDEA model. • The paper analyzes the environmental factors and a transfer fare discount policy on the performance of a metro system. [ABSTRACT FROM AUTHOR]

The use of public transport is critical for Visually Impaired People (VIP) to be independent and have access to out-of-home activities. Despite government policies promoting accessible transport for everyone, the needs of VIP are not well addressed, and journeys can be very difficult to negotiate. Journey requirements can often differ from those of other categories of people on the disability spectrum. Therefore, the aim of this research is to evaluate the journey experience of VIP using public transport. Semi-structured interviews conducted in London are used. The results show that limited access to information, inconsistencies in infrastructure and poor availability of staff assistance are the major concerns. Concessionary travel, on the other hand, encourages VIP to make more trips and hence has a positive effect on well-being. The findings suggest that more specific policies should be introduced to cater to the special needs of particular disabilities rather than generalising the types of aids available. It is also concluded that the journey experience of VIP is closely related to an individual's independence and hence inclusion in society. • The lack of a single integrated means for accessing travel information is an obstacle to making trips for VIP. • VIP share their experiences of accessing staff assistance using public transport in London. • Audio information is particularly important when information cannot be accessed through visual sources. • A Freedom Pass encourages VIP to engage in more social interactions. [ABSTRACT FROM AUTHOR]

As the confirmed cases of severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) continue to grow with over 1 million documented infections in the United States alone, researchers and health care workers race to find effective treatment options for this potentially fatal disease. Mortality remains high in patients whose disease course requires mechanical ventilation and admission to intensive care units. While focusing on therapies to decrease mortality is essential, we must also consider the logistical hurdles faced with regard to safely and effectively delivering treatment while limiting the risk of harm to hospital staff and other noninfected patients. In this article, we discuss aspects of surge planning, considerations in limiting health care worker exposure, the logistics of medication delivery in a uniform and consolidated manner, protocols for delivering emergent care in a rapidly deteriorating coronavirus disease-2019 (COVID-19) patient, and safe practices for transporting infected patients. [ABSTRACT FROM AUTHOR]

In an era of sustained budget cuts, England's local authorities are increasingly forced to 'apply' for infrastructure funding via competitive bidding processes. However, we currently know little about how this method of funding impacts implementation. Accordingly, we consider the consequences of competitive funding by exploring the constraints associated with implementing infrastructure under the state-funded Cycling Demonstration Towns programme. This was achieved via a case study in Chester, a city that was unable to deliver the ambitions of their bid. This study was informed by figurational sociology in order to focus on relational processes. Fifteen semi-structured interviews were conducted with personnel involved in the planning and implementation of the project. The key findings were: (1) participants considered the bidding process to be akin to a 'beauty contest' where authorities were consciously making fantasy-laden promises in order to 'impress' the awards panel; (2) those involved in the bid did not consult key delivery parties, many of whom held car-centric predispositions, until funding was secured, and this led to complications in the delivery process; (3) during project implementation as the chains of interdependency of those involved widened, several unintended outcomes emerged which contributed to the two 'flagship' infrastructure proposals being halted; (4) this led to an intervention package that was heavily weighted towards promotional, or 'soft', interventions. Theoretical insight from this study suggests that competitive funding is likely to encourage authorities to present bids that are largely detached from the realities of implementing infrastructure, thus leading to difficulties once funding has been awarded. [ABSTRACT FROM AUTHOR]

China's Belt and Road Initiative (BRI) has attracted much attention in the field of transportation research. With a primary goal to improve regional and global connectivity, the initiative proposes a massive development programme of transportation infrastructure (TI) linking China with the rest of the world. While it creates a tremendous development opportunity, the unprecedented scale of TI construction also brings various challenges. In particular, the environmental impacts of the TI projects are of critical concern. Herein, smooth implementation of the TI projects would depend on the capacity of all the concerned actors to conduct collaborative planning and integrate environmental considerations. Therefore, from a multi-actor perspective, this paper aims to provide a unified framework of the environmental governance of the TI projects under the BRI. The goal is achieved through a focused review of relevant research articles and technical reports published in both English and Chinese. Based on the review findings, the framework along with four propositions are derived, focusing on the key actors (who), the environmental considerations (what) and the governance structures (how). The study concludes with theoretical and managerial implications. [ABSTRACT FROM AUTHOR]

Purpose: This article discusses the current trends in transport in the European Union, paying special attention to the plan to create a single European transport area, striving to achieve a competitive and resource-efficient transport system. Design/methodology/approach: Using the methods of literature analysis and document analysis, the assumptions of the common transport policy, sustainable development of European transport, applicable legal regulations were analyzed. White Paper on transport in the European Union. Findings: It was agreed that a single European transport area should facilitate the movement of citizens and goods, reduce its costs and ensure the sustainable development of European transport, the main directions of transport policy include revitalization of the railway sector. Research limitations/implications: It has been shown that focusing on the following problems: increasing the competitiveness of railways, including modern technologies in the transport system, introducing a port policy, producing more biofuels, reducing urban traffic and introducing charges for the use of infrastructure are factors for achieving the competitiveness of the European transport system. Practical implications: The practical implications of the presented and analyzed issues are related to IT support for transport, logistics companies, internet technology, internet exchanges and support for IT systems of railway carriers. Trends in the transport of general cargo, road and bulk materials occurring in the EU were pointed out. Advantages and disadvantages of general cargo in transport were pointed out. Social implications: This article considers original that transport enables economic growth and job creation. The development of transport must be sustainable. As a global sector, effective action in this area requires close international cooperation. The Single European Transport Area should facilitate the movement of citizens and goods, reduce its costs and ensure the sustainable development of European transport. Originality/value: The article is addressed primarily to logistics and transport organizers. [ABSTRACT FROM AUTHOR]

Previous work by the authors has addressed the issue of local bus policy implementation in Britain outside London by studies of local transport documents, survey and interviews of local transport officers working in local authorities. The findings from these studies highlight that some of the key elements to successful implementation could be understood in more depth by taking a case study approach. This paper analyses four case studies of the implementation of specific bus policy measures in four different cities in Great Britain: the Quality Contract Scheme (QCS) in Tyne and Wear, the Fastlink Scheme in Glasgow, a Bus Priority Scheme in Solihull and a Smart Ticketing Scheme in Dundee. The findings in this paper show that policy champions, collaboration and interaction help to build a relationship between the parties involved, ensure limited changes due to bureaucratic power and changes to the policy, and help to overcome opposition, conflict and ambiguities. It is important that those involved in the policy process are provided with relevant training, supervision and support to help overcome the staffing difficulties and to deal with barriers external to the implementing organisation such as economic, social and political conditions. • Greatest influences on implementation are identified. • Greatest challenges faced by local authorities are identified. • Those involved in policy process require relevant training, supervision and support. • Authorities must be certain from the planning stage that resources are available. • Clear strategies and tactics improve policy development and collaboration, stakeholder engagement and decision making. [ABSTRACT FROM AUTHOR]

This study focuses on two central Scandinavian cities – Copenhagen and Stockholm – that are generally thought to be culturally close but have deviated with respect to cycling policies and infrastructure. Based on a survey including inhabitants of Copenhagen (n = 1110) and Stockholm (n = 1191), this study investigated whether cyclists in Copenhagen and Stockholm experience the transport systems in the two cities differently, and to what extent cycling perceptions can explain differences in cycling level (minutes of cycling) among cyclists. Cycling levels are much higher in Copenhagen than Stockholm, and cyclists in Copenhagen perceive a higher prioritization in traffic, feel safer, and perceive a higher ability to reach their destinations by bike. Using ordered logit models, we examined the effect of different factors on cycling level among cyclists in both cities. Those who live in Copenhagen have higher levels of cycling even when other independent variables are included in our model. Other significant factors were employment, which increased cycling, and car access, which decreased cycling. Being female was related to higher cycling levels in Copenhagen, but not in Stockholm. The only significant cycling perception was the perceived ease and feasibility of getting to important destinations by bicycle (cycling autonomy). Results of a similar analysis including non-cyclists led to comparable results. The results suggest that differences in cycling levels between the two cities are related to the overall mobility culture of the two cities (in particular different policies, norms and infrastructure), while individual/micro-level factors, appear rather inadequate for understanding urban differences. Cycling behaviors and perceptions were surveyed in Copenhagen and Stockholm. Cycling level (minutes of cycling) was much higher and cycling was perceived more positively in Copenhagen compared to Stockholm. Living in Copenhagen increased cycling when other relevant factors were controlled for. Other significant factors included being employed and not having access to a car. A significant interaction was found between gender and city of residence. [ABSTRACT FROM AUTHOR]

With the emergence of the Mobility as a Service (MaaS) concept, it is important to understand whether it has the potential to support behaviour change and the shift away from private vehicle ownership and use. This paper aims to identify potential ways that MaaS (specifically MaaS plans) could help encourage behavioural change; and understand the barriers to using alternative transport modes. In-depth interviews and qualitative analysis are applied to the case study of London. The results indicate that individuals segment the transport modes offered via MaaS into three categories: essential, considered and excluded. Soft measures should target each individuals' consideration set as this is where the most impact can be made regarding behaviour change. Respondents also highlighted factors that make them apprehensive towards certain modes, such as safety, service characteristics and administration. Interventions that focus on the socio-demographic groups that are most affected could help make these modes more appealing. [ABSTRACT FROM AUTHOR]

Congruence, defined as how closely the opinions of politicians match the policy preferences of voters, is a crucial aspect with respect to political legitimacy since a fundamental objective of democracy is to provide citizens with the policies they want. Yet there are not many studies that have analyzed the extent citizens and politicians are congruent when it comes to the field of transport. By studying transportation policy priorities of politicians and citizens concerning the use of (i) restrictive instruments and (ii) public transport instruments, this article contributes to the literature in at least three ways. First, the results illustrate how the priority of transportation policies varies between politicians and citizens. Politicians tend to prioritize restrictive measures more so than citizens whereas citizens tend to prioritize a reduction of public transport fares higher than politicians. Second, the article shows how the priority given transportation policy instruments is highly dependent on political ideology. Politicians representing parties to the center or left tend to prioritize the use of restrictive measures higher than politicians representing conservative parties. Third, the article explores whether there is a relationship between transportation policy congruence and political legitimacy. The article shows that lack of congruence is associated with a reduced level of trust towards local politicians and citizens being less likely to support local regime principles. These are important findings inasmuch as the literature suggests that lack of political support potentially make citizens more likely to call for radical changes, demonstrate and even abstain from the political process altogether. [ABSTRACT FROM AUTHOR]

Transport infrastructures are a major drive for achieving economic development at all geographical scales, and particularly at the regional and local level, at which the units of the spatial economic systems are usually configured. In the current literature, a great number of studies have dealt with the relationship between transportation and economic development and a considerable amount of them have revealed different aspects of the transport infrastructures' contribution to the local and regional development, highlighting the complexity and the importance of this symbiotic relationship. Within this context, this paper discusses, in a theoretical context, this contribution and it develops an integrated framework for the conceptualization of how transport infrastructures contribute to the economic and regional development. This is achieved, first, by distinguishing the main categories of transport infrastructures and, secondly, by reviewing the established regional development and economics theories that build on the relationship between transport infrastructures and regional development. Further, the paper reviews the main factors affecting, either directly or indirectly, this contribution and the determinants of the size and direction of the effects transport infrastructures contribute to the economic and regional development. Overall, the paper highlights the importance of transport infrastructures policy as a tool of regional and economic policy. [ABSTRACT FROM AUTHOR]

This paper performs an ex-post cost–benefit and distribution analysis of the Gothenburg congestion charges introduced in 2013, based on observed effects and an ex-post evaluated transport model. Although Gothenburg is a small city with congestion limited to the highway junctions, the congestion charge scheme is socially beneficial, generating a net surplus of €20 million per year. From a financial perspective, the investment cost was repaid in slightly more than a year and, from a social surplus perspective, is repaid in < 4 years. Still, the sums that are redistributed in Gothenburg are substantially larger than the net benefit. In the distribution analysis we develop an alternative welfare rule, where the utility is translated to money by dividing the utility by the average marginal utility of money, thereby avoiding putting a higher weight on high-income people. The alternative welfare rule shows larger re-distribution effects, because paying charges is more painful for low-income classes due to the higher marginal utility of money. Low-income citizens pay a larger share of their income because all income classes are highly car dependent in Gothenburg and workers in the highest income class have considerably higher access to company cars for private trips. No correlation was found between voting pattern and gains, losses or net gain. [ABSTRACT FROM AUTHOR]

This paper addresses market formation in the public sector, particularly questions of how and why market arrangements for public services change, and what it means in terms of governance. The paper presents an in‐depth empirical study of a case in the Swedish transport sector, building on sociological research into market formation, particularly the work of Callon, Méadel, and Rabeharisoa on the qualification of products. Given the demand for process‐oriented research into market relations, especially in the public sector, this study empirically illustrates how and why roles, relations, and objects are maintained and transformed, and how these features are cocreated in practice. Although previous research has paid relatively little attention to product qualification, this paper demonstrates that it is useful to put this process at the center of the analysis. The present findings emphasize that how products came to be objectified, in terms of provider qualities rather than technical specifications, was the compromise that enabled various logics to be at stake simultaneously. The paper also contributes by demonstrating that NPM reforms of marketization can accommodate far‐reaching attempts by public organizations to influence the market, which is especially relevant in markets in which public‐sector organizations are dominant purchasers. [ABSTRACT FROM AUTHOR]

The issues discussed in this article concern the basic assumptions for the sustainable development of public transport in cities. We discussed the need and direction of changes that occur in public transport that were referred to both users and transport organizers in cities. To this end, we characterized the activities which encourage urban residents to use forms of urban transport and the limitations of commuting via individual transport. The purpose of this article was to determine the main directions and areas of development of public transport in Szczecin. In addition, we also presented the solutions applied in the city transport system aimed at making it sustainable. In addition, an attempt was made to determine the impact of selected solutions on residents' transport behaviors. The survey research method was used to examine societal opinions and expectations regarding public transport. We also approximated the basic investments that have been implemented to make transport more sustainable and the activities for the development of electromobility. Future research directions on the sustainability of transport in the city, and especially on limiting vehicular traffic, were also discussed. [ABSTRACT FROM AUTHOR]

Background: Travel demand in higher education precincts is derived from the affordability of university education, the availability of student accommodation on- or off-campus and the manner in which university mobility is managed. Objectives: This article described the transport policy environment for student travel behaviour through the process of integrated policy analysis (PIPA) with the primary aim of outlining the major directions of student mobility management from peer-reviewed literature. Method: Gaps in the South African transport policy environment were identified for university student mobility as a result of the official policy position neglecting the segment and 7 of 26 public universities acting upon these markets without enabling legislation. Results: It was found that measures associated with managing travel demand demarcate mobility management practices. Through the literature, the article found that (1) the policy environment lags behind university interventions, which resonate with international evidence; (2) international evidence reveals that multiple directions for managing travel demand for university precincts; and (3) there is a need to reform the mobility and access policies for university precincts in South Africa (SA). Conclusion: In essence, the literature review presented heterogenous contexts and techniques to specify mobility and access problems and redress them. This enhanced the quality of policy design, evaluation and implementation particularly for integrated transport planning in SA. The primary limit of this study was that it is a policy review, relying heavily on secondary data to set the scene for future research. [ABSTRACT FROM AUTHOR]

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This paper examines the role of supportive policies and value-added services which may incentivise retailers to use an urban consolidation centre (UCC). The methodology is a case study of the city of Edinburgh, Scotland, based on semi-structured interviews with 30 retailers. Results show that retailers are generally not positive towards using UCCs, and the services that they need are already being provided by their existing logistics service providers (LSPs). Nevertheless, if they were forced by restrictions and rising costs to use a UCC, they would be prepared to do so. In that case, they would want those services currently provided by LSPs to be provided by the UCC and would be prepared to pay for them. For a successful transfer to a UCC model, the retailer, LSP and UCC would need to work together to avoid loss of revenue to the LSP. [ABSTRACT FROM AUTHOR]

The theme of micromobility was introduced for the first time in Thredbo 17 as the growth of shared and privately-owned e-scooters, bicycles and e-bicycles continue to affect the nature and structure of urban transport systems worldwide. And whilst in some cases they challenge the priority afforded to the private car, in others they complement already existing and well-established greener transport modes such as cycling and walking. The discussion in this workshop focused on a number of questions looking at the benefits of micromobility and discussing the main incentives for their use as an urban mode of transport, questioning the role of government and describing the potential threats, if any, to public transport systems, in what we expect for the future of micromobility. Five papers showcased evidence on the use of micromobility, from e-scooters in Norway and Australia, to public bicycles in South Korea and The Netherlands. Each of the questions discussed in the workshop is reported in this paper. The need for multimodal integration is evident and remains essential to ensure complementarity across transport in cities. However, other concerns such as the need for regulation, education/enforcement structures, stronger business models and more effective tendering procedures have been identified and discussed. A long list of future research topics in the area of micromobility is provided and some themes for Thredbo 18 are recommended. [ABSTRACT FROM AUTHOR]

Automated electric mobility technologies have been increasingly applied to large-scale intelligent transportation systems (ITSs) to enhance productivity and efficiency. Advanced technologies have reshaped the traditional transportation systems and posed numerous challenges to the deployment and management of new ITSs. A major challenge in the real-life implementation of ITSs is how to manage a large number of automated objects in a cooperative manner. In this paper, we investigate the scheduling and routing problem of automated guided vehicles (AGVs) in a complicated ITS. Cost and efficiency are identified as the two crucial performance indicators of such a novel ITS. An easy-to-implement practical decision policy and a tailored particle swarm based solution method are designed for problem solving. In addition to the theoretical contributions, this paper also conducts a case study to validate the effectiveness and applicability of the proposed methodology, thus contributing to the planning and management of large-scale transportation systems by modeling, optimizing, and validating a new ITS deployed with AGVs. [ABSTRACT FROM AUTHOR]