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Transport policies affect the quality of life and social wellbeing of citizens and communities; incorporating such impacts in policy and decision making, however, remains a challenge. This paper aims to: (1) present a systematic literature review that links transport policy to Community Wellbeing using the Capability Approach by Sen and Nussbaum, and (2) using that basis, establish a theoretical framework to systematically address Community Wellbeing impacts of municipal transport policies. This can improve qualitative assessments of policy interventions on multiple dimensions, such as safety, health, the (built) environment and accessibility, and inequalities within those dimensions. Using existing literature on the Capability Approach, Community Wellbeing dimensions can indeed successfully be integrated in transport policies. Additional tools and theories, such as the Theory of Change, are needed to structure relations between the sociotechnical transport system and the policy process. For analyses and assessment of policy interventions, additions from the affordances theory, potential accessibility, activity spaces, and sufficientarianism are needed to finalise the framework. Further development and testing of the framework is recommended. The most prominent research gaps are processes to set thresholds for sufficient accessibility, as well as potential limits to mobility behaviours through collective capabilities. [ABSTRACT FROM AUTHOR]

Mobility is one of the most debated issues in the current discussion on transport policies and the climate change. Related indicators are the modal split, transport growth and travel time savings, used for travel behaviour evaluations. In official transport statistics, the modal split is generally used in two ways, according to the number of modal trips and to the modal trip length. Although they are usually used separately, we will show that they are directly connected, where the latter is a weighted version of the former. The introduction of the reference units of "person" and "day" overcomes the limitations of a trip-based definition and extends the ansatz to a mobility-based methodology, where all modal combinations can be considered. Empirical data analysis shows, that transport growth is founded on the increase of individual motorised transport at the disadvantage of pedestrians, whereas other modes remain fairly stable. Daily travel time generally increases especially with individual motorised transport in comparison to non-motorised modes, which shows an inconsistency, for example, for some assumptions or approaches of travel time savings. The proposed methodology does not require any prior assumptions and provides therefore a simple and general applicability. The data analysis is based on national travel survey data from Germany, Switzerland, UK and USA from the 1970-ies up to 2018. One main result of the paper is a frame of reference for the relativity of mobility behaviour, which consistently connects these mobility indicators. • Using modal split definition and developed new functions for mobility behaviour. • Introducing reference units of person and time for a framework for mobility. • The frame of reference provides the basis for a new definition of mobility behaviour. • Further extensions are introduced to transport growth and travel time savings. • A systematic consistency and complementarity is obtained between the mobility indicators. [ABSTRACT FROM AUTHOR]

Reducing urban car traffic has become a global policy objective. A vital element in achieving this objective is the availability of shared mobility providers offering sustainable alternative travel modes such as micromobility, carsharing, and ridehailing. Despite policy and industry efforts, shared mobility options have failed to change the travel patterns of current car users. We explore this urban mobility challenge through an empirical study of 807 urban travelers. Our results show that car drivers estimate travel costs conceptually rather than rationally and consider both trip purpose and length. In particular, car users perceive longer and recreational trips as cheaper per distance driven than shorter and work-related trips. A segmentation analysis reveals that habitual and technology-averse car drivers are particularly susceptible to this skewed cost perception, unlike more frequent transit users. Embedding these results in a case study of current shared mobility options shows that these options are ill-adjusted to the preferences of car travelers but more attractive to current transit users, potentially leading to cannibalization. Based on these findings, we outline several strategies for mobility providers and policymakers to attract car drivers to shared mobility options, thereby contributing to solving the urban mobility challenge. • Car users perceive trip costs differently based on trip length and purpose (work versus leisure). • Longer and recreational trips are perceived as cheaper per distance driven than shorter and work-related trips. • Habitual and technology-averse car drivers are more susceptible to skewed cost perception compared to frequent transit users. • Current shared mobility offers are more attractive to transit users than car drivers, potentially leading to cannibalization. [ABSTRACT FROM AUTHOR]

The twin challenge of increasing capacity to accommodate growing travel demand while simultaneously decarbonizing the transport sector places enormous pressure on public transport (PT) systems globally. Arguably the most fundamental policy choice and trade-off in designing and operating PT systems in the coming years will be service levels versus cost implications. On the presumption that public (citizen and consumer) opinion is crucial to making such choices, we study this question with a focus on Switzerland by using a factorial experiment (n = 1′634) that considers the frequency and geographic coverage of PT services as well as the cost implications for PT users and taxpayers. We find that support for increased frequency of connections and more services to peripheral regions is high as long as such service expansion is funded mainly by the government, rather than PT users. Preferences are generally consistent across subgroups, except in the case of government funding, where preferences differ by political orientation. This suggests that there is substantial demand across the board for PT services expansion funded primarily by the government, but that the question of funding is also potentially politically the most controversial. While our findings are specific to a country with a highly developed PT system, our research provides a template for similar research in other countries that struggle with a similar challenge. • Public supports expanding public transport (PT) services, favoring increased connections and reduced personal costs. • Increasing public funding is key for public support. • Personal affectedness and political orientation have minimal impact on preferences with the exception of government funding. • Findings reveal nuanced support for demand-based PT service provision – as long as ticket prices are reduced. [ABSTRACT FROM AUTHOR]

In this study, we consider the introduction of new mobility services and technologies into the megacity of Beijing, China, as per developed strategy and action plans, in order to investigate their potential contribution to sustainable mobility. This includes population relocation (decentralization), the construction of new rail lines, the introduction of shared bike services as a feeder to subway stations, the electrification of passenger vehicles and the adoption of automated and shared vehicles. The well-established, system dynamics-based MARS model is adapted to Beijing and further improved via the inclusion of these new services, technologies and policies. We find that decentralization can have a profound effect on overall sustainability if not considered in conjunction with other policies and that new rail lines and shared bikes may only have benefits in specific zones. Shared and automated vehicles could increase VKT by 60% and reduce active and public transport trips by a quarter. As such, nuanced integrated policy approaches will be required that are similar to those currently in place, such as imposed car shedding and taxi fleet control. [ABSTRACT FROM AUTHOR]

The implementation of fauna-sensitive road design has the potential to mitigate negative impacts on wildlife caused by roads. However, our previous international review found adoption of fauna-sensitive road design has been limited at the level of transport planning, even in nations that mandate this. In Australia, where the adoption of fauna-sensitive road design is still in its early stages, a review of 57 peer-reviewed papers revealed that transport practitioners generally have not acknowledged or considered fauna-sensitive road design measures or road ecology concepts. This lack of consideration is due to deeply rooted economic interests and attitudes institutionalised within the industry. While the development of fauna-sensitive road design is possible in the Australian transport sector, a substantial institutional change driven by appropriate policies and user experiences is necessary. We recommend future studies explore practitioner experience to better understand the conditions that facilitated the voluntary adoption of fauna-sensitive road design policies in two Australian states. [ABSTRACT FROM AUTHOR]

Active travel infrastructure policy implemented at a neighbourhood scale has generated unexpected levels of socio-political contestation, leading to the removal of some schemes and widespread debates regarding equity and justice. Frequently, such contestation is framed as a discrete transport-centric phenomenon, engendering binary and objective pro-vs. anti-active travel infrastructure narratives, which obfuscate the intersection of policy with wider urban socio-spatial development dynamics. In response, this study adopts a critical urban approach to undertake a detailed investigation of contestation, through analysis of the subjective perspectives shaping contested discourses around neighbourhood scale active travel infrastructure. To achieve this, in-depth semi-structured interviews were conducted with stakeholders, using London as a case study. Our results show that divergent conceptualisations of sustainability, disparate experiences of decision-making processes, and heterogeneous socio-spatial contexts, all play a role in shaping and mediating contestation. Analysis of these themes highlights how processes of contestation are contingent upon the deployment of top-down technocratic policy. These findings reveal how current active travel infrastructure policy can further entrench, and give rise to, novel, uneven development processes. Thus, this study demonstrates the need for more transformative and strategic policy approaches, which offer truly participatory opportunities and consider active travel infrastructure within wider socio-spatial contexts. • Poor understanding of contestation is a barrier to implementing active travel infrastructure. • Contestation is shown to stem from sustainability discourses, decision-making processes and socio-spatial contexts. • Subjective lived experiences of policy highlight hegemonic and technocratic policy practices. • More participatory policy that accommodates wider socio-spatial development dynamics is required. [ABSTRACT FROM AUTHOR]

Facing the challenges of motorised traffic, many cities around the globe started implementing measures to transform their urban transport systems. One of the major challenges for the success of adequate policies is not only their effectiveness but also whether they are accepted by city residents. With a quantitative case study in four neighbourhoods in Frankfurt am Main (N = 821), this article investigates the acceptability of three measures: (i) parking management, (ii) the conversion of car lanes into cycle lanes and (iii) the closure of an inner city arterial road to car traffic. The results show a surprisingly high acceptability for all measures if the benefits for local residents are tangible. Thus, successful policy packages may combine push measures with either pull measures, as suggested frequently in the literature, or with improvements for other land uses (e.g. re-using former car-parking spaces for non-transport purposes, such as greenery or seating areas). Furthermore, the perceived effectiveness, daily travel practices and intentions to reduce car use, the built environment and, to a lesser degree, socio-demographics explain differences in acceptability by population group. [ABSTRACT FROM AUTHOR]

In this study, we consider the introduction of new mobility services and technologies into the megacity of Beijing, China, as per developed strategy and action plans, in order to investigate their potential contribution to sustainable mobility. This includes population relocation (decentralization), the construction of new rail lines, the introduction of shared bike services as a feeder to subway stations, the electrification of passenger vehicles and the adoption of automated and shared vehicles. The well-established, system dynamics-based MARS model is adapted to Beijing and further improved via the inclusion of these new services, technologies and policies. We find that decentralization can have a profound effect on overall sustainability if not considered in conjunction with other policies and that new rail lines and shared bikes may only have benefits in specific zones. Shared and automated vehicles could increase VKT by 60% and reduce active and public transport trips by a quarter. As such, nuanced integrated policy approaches will be required that are similar to those currently in place, such as imposed car shedding and taxi fleet control.

Road transport plays a crucial role in sustaining all the personal and freight movement needs of residential, commercial, and industrial activities, and in Indian cities, big and small, vehicle exhaust emissions and dust from vehicle movement on the roads contribute to as much as 50% of particulate matter pollution in a year. Therefore, effective management of vehicle exhaust emissions is vital not only for improving current air quality but also for ensuring the long-term benefits from efforts to reduce air pollution. In the approved clean air action plans for 131 cities under the national clean air program (NCAP), more than 50% of the implementable actions are transport-centric. Having a reliable and replicable vehicle exhaust emissions inventory is essential for effective planning, which can help establish a baseline, support scenario analysis, and allow for tracking progress in the sector. This process begins with accessing accurate vehicle stock numbers, typically obtained from vehicle registration databases, traffic surveys, and other governmental records. Often, in low- and middle-income countries like India, these numbers require extensive data cleaning before they can be used for emissions and pollution analysis. This paper presents a cleaned, open-access vehicle stock database for India and outlines a methodology to build and maintain an in-use vehicle age-mix database for future years. The database covers the years 1993 to 2018 for the entire country and individual states, along with estimates of the age distribution of vehicles using survival functions. By offering a comprehensive and reliable data source, this paper aims to support sustainable national and urban air quality management efforts, helping policymakers and stakeholders make informed decisions to improve air quality and public health. [ABSTRACT FROM AUTHOR]

The appraisal stage is crucial to the later success of transport infrastructure megaprojects. Stakeholders must be engaged early to protect their interests. This article analyses power dynamics and rationalized knowledge in long-term timelines and trajectories using critical discourse analysis. It examines a case where powerful stakeholders directly influenced decision-making. The Norwegian Public Road Authority planners helped local and regional community stakeholders collaborate over 13 years. This collaboration successfully advocated for a fixed-link concept alternative in the national transport plan. The findings suggest considering changes to the planning framework and local execution. [ABSTRACT FROM AUTHOR]

The demand for vehicles in India is on a continuous rise, primarily attributed to increasing income levels. The Indian government has initiated steps to decarbonize the transport sector, offering incentives for alternate vehicles' adoption. This study introduces a qualitative framework, employing a causal structure to comprehend the dynamics of vehicle demand. The framework takes into account critical feedback loops that influence the demand for alternate vehicles and, consequently, the overall vehicle demand. The causal loop diagram for vehicle demand encompasses five key domains: socio‐economic development, infrastructure development, environmental awareness, fuel supply market and alternate vehicle technology. Notably, economic activity, urban sprawl, vehicle demand, alternate vehicle technology improvement, and the sustainability and fuel constraints linked with internal combustion engine vehicles emerge as the critical aspects governing the dynamics of the model. The leverage and intervention points influencing the vehicle demand are also identified. Further, based on the evolving interaction of the various reinforcing and balancing loops, this work identifies three distinct phases of the evolution of vehicle demand dynamics in India, namely, the emerging phase (2020–2040), the growth phase (2040–2060) and the stagnation phase (2060–2080). The paper discusses the crucial features of these phases. [ABSTRACT FROM AUTHOR]

No study has systematically investigated the public's perceptions of cyber risks and their relationship with the acceptance of fully Connected and Automated Vehicles (CAVs). To address this knowledge gap, we developed a conceptual model and investigated the impact of the cyber-emulated risks (cyberattack, safety risk, connectivity risk, privacy risk, and performance risk) that may influence the adoption of CAVs. We tested the proposed model using structural equation modelling with a nationally representative sample of 2062 adults from the US, UK, New Zealand, and Australia. The results indicate that perceived cyberattacks had a significant but marginally neutral effect on usage intent, illustrating the acceptance of technical risk with CAVs. This finding challenges the commonly held belief that cyberattacks negatively influence the adoption of products and technology in other product development fields, such as information technology. CAV cyberattacks elevate concerns about safety, connectivity, privacy, and performance risks. Interestingly, connectivity risk had no significant impact on CAV's behaviour intention, but mediation analysis showed it indirectly affects CAV's acceptance through privacy and performance risks. Regarding socio-demographic and technological attributes, participants of older age, middle income, low-middle education, high cybersecurity knowledge and AV understanding exhibit high anxiety about CAV cyberattacks. The results hold significant policy implications, suggesting the need for tailored strategies in enhancing the cybersecurity of CAVs to ensure their successful adoption and deployment. The findings of this study aim to enhance the quality of transport policy and bridge the gap between theory and practice in addressing cyber risks in the transport sector. • Developed a conceptual model with five theoretical constructs to assess the perceived cyber risks in AV adoption. • A nationally representative sample of 2062 adults from the US, UK, NZ, and AU was analysed to test the model. • Cyberattacks had a significant but marginally neutral effect on usage intent. • Older and middle-income participants exhibit high anxiety about CAV cyberattacks. • Participants with high cyber or AV knowledge were more worried about CAV cyberattacks. [ABSTRACT FROM AUTHOR]

Ride-hailing services such as Lyft, Uber, and Cabify operate through smartphone apps and are a popular and growing mobility option in cities around the world. These companies can adjust their fares in real time using dynamic algorithms to balance the needs of drivers and riders, but it is still scarcely known how prices evolve at any given time. This research analyzes ride-hailing fares before and during the COVID-19 pandemic, focusing on applications of time series forecasting and machine learning models that may be useful for transport policy purposes. The Lyft Application Programming Interface was used to collect data on Lyft ride supply in Atlanta and Boston over 2 years (2019 and 2020). The Facebook Prophet model was used for long-term prediction to analyze the trends and global evolution of Lyft fares, while the Random Forest model was used for short-term prediction of ride-hailing fares. The results indicate that ride-hailing fares are affected during the COVID-19 pandemic, with values in the year 2020 being lower than those predicted by the models. The effects of fare peaks, uncontrollable events, and the impact of COVID-19 cases are also investigated. This study comes up with crucial policy recommendations for the ride-hailing market to better understand, regulate and integrate these services. [ABSTRACT FROM AUTHOR]

Research on evaluating sustainable transport policies is predominantly focused on their urban effects, often overlooking similar challenges in suburban and rural mobility. Therefore, the development of regionally integrated sustainable transport strategies becomes essential to comprehensively address these concerns. This study aims to bridge this gap by introducing a GIS-supported methodology that combines multiple linear regressions with hazard ratio models to quantify and map the impacts of environmentally driven regional transport policies on air pollution and human health. The main findings of an illustrative case study highlighted the importance of stronger efforts to promote the transition to shared and active transport and address the articulation between urban and rural mobility. This study offers a novel contribution to transport researchers and policymakers by proposing a methodology that (1) forecasts the impacts of regional transport policies using open data and software, ensuring its applicability for diverse regional settings, (2) provides the results in quantitative and visual formats, facilitating output analysis and visualisation and, consequently, decision-making and public consultation on proposed sustainable transport policies, and (3) sets the groundwork for including future transport-related dimensions. [ABSTRACT FROM AUTHOR]

Research on the Covid-19 pandemic highlights it as a catalyst for significant changes in mobility patterns. The health crisis sparked a renewed focus on cycling as a viable mode of daily transportation and prompted new public policies, including support for bicycle repairs and the establishment of temporary cycling infrastructure known as "coronapistes". This article investigates the development of the pro-bike association network in the Île-de-France region, examining its evolution from 1970 to 2023 and analyzing its spatial dynamics. It poses the question: To what extent did the Covid-19 crisis act as a catalyst for ongoing processes, or did it serve as a driver for more transformative change? Drawing on both quantitative data (a census of associations) and qualitative insights (narratives of organizational histories, interviews with association members, local authorities, and institutions), the research compares two sets of data: one collected prior to 2020 and another gathered afterward. The findings indicate that the advocacy efforts of these associations have played a crucial role in establishing cycling as a legitimate mode of transport in the Paris region. Although the foundations of these pro-bike discussions were laid well before the Covid-19 crisis, the pandemic has significantly enhanced the legitimacy, structure, and effectiveness of the associated movements. The degree of this impact varies based on the level of action involved.

In the contemporary era, as the transportation industry undergoes significant transformations, the imperative of refining vehicular operation methodologies gains prominence. This scholarly pursuit is aimed at justifying the necessity of adapting vehicular usage approaches in the context of escalating demands for ecological sustainability, safety, and operational efficacy. To dissect the prevailing landscape and distill principal trends, an exhaustive scrutiny of academic discourses and sector-specific reports encompassing the epoch from 2015 to 2022 was undertaken. This examination delved into statistical delineations of vehicular traffic volumes and the emission of deleterious substances from motor vehicles, both within the Russian Federation and in the international arena. The crux of this inquiry revealed that the contemporary challenges besieging the transportation domain predominantly pertain to curtailing the adverse anthropogenic impact upon the environment, whilst concurrently augmenting both cargo and passenger throughput. In response, a compendium of strategies has been articulated to enhance the environmental rectitude and safety of vehicular operations. These include the pivot to alternative fuel sources, the deployment of sophisticated intelligent transportation management architectures, and the catalyzation of electric mobility's evolution.

Abstract Applying an exploratory case study design, the study analyses urban mobility along the Main North 1 Road. We argue that urban mobility in Maseru, Lesotho is compromised by a complex web of issues including inconsistent urban transport policies, inadequate road infrastructure, and land use activities along some roads. Data were collected from primary and secondary sources, including key informant interviews, direct observations, and a review of policy documents on urban mobility. We show that urban mobility along the Main North 1 Road is jeopardised by outdated land use planning schemes and legislation that are out of sync with local realities as they support vehicular movement while neglecting pedestrians’ needs, compromising their safety. The state of the infrastructure also contributes to urban mobility inefficiencies. The study concludes that the urban mobility system needs to be understood holistically to identify leverage points critical for interventions and planning for sustainable urban mobility.

This paper presents an integrated Monitoring and Evaluation (M&E) framework, an all-encompassing approach suitable for European cities and regions aiming to monitor and evaluate the implementation and results of sustainable urban development strategies or projects related to urban planning, transport planning, or urban energy management. The framework features a co-created and co-implemented reflexive and adaptive method tailored specifically for strategies or projects that introduce innovative elements from contemporary research and innovation in science and technology, such as net-zero development, systemic solutions for cities, or integrated urban mobility and planning. The approach to designing and implementing the M&E framework was realized through a six-phase process: (i) development of the M&E framework, (ii) tailoring indicators to each region’s specificities, (iii) developing data collection questionnaires and a reporting database, (iv) collecting the data, (v) populating the database, and (vi) writing the final report. The framework was tested and enhanced with four European regional authorities over a 19-month period, enabling them to address their so-called 'policy dilemmas,' defined as the challenges they face in balancing societal and inclusivity objectives with economic and innovation goals. This framework is designed for replication in future sustainable urban development strategies or projects with similar societal, ecological, and innovation objectives.

Vehicular air pollution has created an ongoing air quality and public health crisis. Despite growing knowledge of racial injustice in exposure levels, less is known about the relationship between the production of and exposure to such pollution. This study assesses pollution burden by testing whether local populations' vehicular air pollution exposure is proportional to how much they drive. Through a Los Angeles, California case study we examine how this relates to race, ethnicity, and socioeconomic status---and how these relationships vary across the region. We find that, all else equal, tracts whose residents drive less are exposed to more air pollution, as are tracts with a less-White population. Commuters from majority-White tracts disproportionately drive through non-White tracts, compared to the inverse. Decades of racially-motivated freeway infrastructure planning and residential segregation shape today's disparities in who produces vehicular air pollution and who is exposed to it, but opportunities exist for urban planning and transport policy to mitigate this injustice.

The available literature emphasizes that by 2040, electric vehicles may constitute up to 50% of the fleet of all passenger vehicles. This process will be one of the elements of the energy transformation and, at the same time, consistent with the idea of sustainable transport. As part of this research, the actual energy consumption and the range of electric vehicles were determined. This research was carried out using a selected group of electric cars from the most popular segments of passenger cars. The calculations were based on three charging scenarios: a home electrical network, a public alternating current (AC) charging station that allows charging with single-phase alternating current or alternating current, and a public direct current (DC) charging station that allows charging with direct current. The obtained results were compared with the results of cars with internal combustion and diesel engines after driving a 100-kilometer section of the route. In a broader scope, this research addresses the entities responsible for the energy transformation and the electromobility development strategy. In a narrower sense, vehicle users are considering the purchase of this type of vehicle for political, economic and technological reasons. [ABSTRACT FROM AUTHOR]

This paper reviews the basic issues involved in identifying and providing solutions to transport problems. The paper argues that solutions focusing solely on investment in capacity or second-best solutions to pricing such as road pricing and free public transport ignore the essential economic relationships involved in transport. The paper provides a critique of investment and pricing and argues for a more integrated approach in which optimal pricing is a core consideration in any investment decisions. This is seen as particularly important in a post Covid-19 world where many of the fundamental drivers of transport demand have changed, and public authorities face significant constraints on budgets whilst new pressures such as commitments to net zero in the face of global warming threats add additional pressures. The paper offers some thoughts on the principles involved in establishing a more suitable structure for dealing with the transport problem. • Identifies the core elements of the transport problem as pricing and investment. • Reviews problems in implementing first-best pricing. • Critiques investment decisions in the light of wider economic impacts. • Considers changes brought about by the Covid-19 pandemic and the move to net-zero. • Offers a set of principles for reforming transport policy. [ABSTRACT FROM AUTHOR]

In this paper, we test how different public transport policy scenarios score in terms of fairness for a specific population group, considering a more complex representation of mobility-related inequalities and the policy implications of transport justice. To do so, we assess potential accessibility to public transport in Santiago de Chile under different policy scenarios, focusing on older people as a group whose demographic and socioeconomic conditions can determine different forms of disadvantage. We compare alternative accessibility policies based on the expansion of the Metro infrastructure network or on reduced public transport fares, considering the interaction between the spatial availability and the affordability of public transport. Results show that subsidized fares for public transport services are more beneficial to expand the accessibility of older people, especially those with lower incomes, while the expansion of the Metro network benefits mainly middle- and high-income older people. The proposed analysis is a first step towards a more detailed, place-based reading of mobility-related inequalities, aimed at assessing alternative policy measures. [ABSTRACT FROM AUTHOR]

Applying an exploratory case study design, the study analyses urban mobility along the Main North 1 Road. We argue that urban mobility in Maseru, Lesotho is compromised by a complex web of issues including inconsistent urban transport policies, inadequate road infrastructure, and land use activities along some roads. Data were collected from primary and secondary sources, including key informant interviews, direct observations, and a review of policy documents on urban mobility. We show that urban mobility along the Main North 1 Road is jeopardised by outdated land use planning schemes and legislation that are out of sync with local realities as they support vehicular movement while neglecting pedestrians' needs, compromising their safety. The state of the infrastructure also contributes to urban mobility inefficiencies. The study concludes that the urban mobility system needs to be understood holistically to identify leverage points critical for interventions and planning for sustainable urban mobility. [ABSTRACT FROM AUTHOR]

In accordance with the policies of European Union countries, including Poland, users of combustion vehicles are and will be encouraged in the coming years to purchase BEVs (battery electric vehicles) through various restrictions, burdens, and incentives. In this context, it is important to choose a BEV that meets consumer needs. The practical aim of the article was to analyse BEVs used in households and to select a car with the highest utility for such a household located in a specific city in Poland. The scientific goal was to analyse the impact of subjective criteria and the imprecision of judgements on the results of the multi-criteria assessment of BEVs. The research used the PVM-VSI (Preference Vector Method—Vector Space of Increments) method, which allows for examining the impact of subjective criteria on the assessment results. Moreover, by examining the deviations of the assessments, the PVM-VSI method also allows for measuring the imprecision of subjective judgements. The study showed that including subjective criteria in the decision-making model may have a decisive impact on the obtained ranking of alternatives. In the study using objective and subjective criteria, Nissan Ariya ranked first. However, in the ranking based solely on objective criteria, Kia Niro EV won, and the winner of the first ranking took the last place. In the study, the imprecision of judgements did not have a significant impact on the order of vehicles in the ranking. Based on utilities and standard deviations, it was found that only if the decision-maker was prone to gambling would there be a slight switch between alternatives. [ABSTRACT FROM AUTHOR]

For a century, transport systems have been governed by masculine norms, constraining both women and men within the conditions and mobility behaviour it has established. This article explores the potential implications of adopting feminine norms for mobility and transport systems. Current masculine mobility norms are contested by investigating what including a feminine mobility concept would entail and lead to. The feminine mobility concept is based on documented differences for men and women in mobility behaviour and attitudes towards transport sustainability issues. The potential effects of applying a feminine mobility concept are tested by a climate emission calculation using current travel behaviours in Sweden. Multiday travel behaviour data collected from 475 randomised participants adding up 13 160 days was used to compare present travel behaviour in situations where the transport system reflects women’s attitudes and preferences in planning and policy as well as travel behaviour. The test showed that including a feminine mobility concept would lead to a 33 % reduction of CO2-emissions from passenger land-based transport compared to the current transport system. In the calculation a sustainability potential is uncovered that simply cannot be ignored. We assert that the transport sector cannot truly claim to be gender equal until sustainability becomes a central focus and receive consideration in all aspects of the transport system planning and policy. This includes introducing policy measures that address sustainability issues in the transport sector not only from masculine but also feminine perspectives.

Focusing on the critical challenge of air pollution in urban areas, primarily caused by vehicular emissions, this study proposes an innovative process for Low Emission Zones (LEZ) design within the Simulation of Urban Mobility (SUMO) framework. Our primary focus is on enhancing urban mobility through the strategic design of LEZs, while simultaneously maintaining or even improving emission levels. The novel aspect of the approach lies in the use of LEZs with minimal geometric boundaries, strategically designed to balance the reduction of CO2 emissions and the necessity of fluid urban transportation. LEZs are calculated using genetic algorithms that optimize a cost function balancing emissions and travel time while applying topological and specific constraints. Several experiments are simulated with SUMO to compare the efficiency of urban mobility under various LEZ configurations and different traffic demands. The results show the improvement of the approach in comparison with traditional LEZ design methodologies. The proposal not only preserves or even reduces the emission levels, but also actively improves urban mobility and traffic flow. This empirical evidence strongly supports the feasibility and effectiveness of the proposed solution in different urban scenarios. The design of the heuristic enables the possibility to create dynamic LEZs that may be changed depending on demand, weather, or any other varying conditions that affect traffic and emissions, preserving the mobility concerns of the users.

The European Union’s policy aims for the wide-scale deployment of automated mobility by 2030, i.e., within the next programming period (2028–2034), with the deployment of autonomous road vehicles (AVs) in cities playing a key role. Researchers suggest that AV deployment will have complex impacts on urban development, which are difficult to quantify due to scarce real-life data. The present research aims to evaluate different policy pathways of AV deployment for sustainable urban development in the next EU programming period. A multicriteria analysis is conducted, combining AHP and VIKOR, with the participation of experts across Europe. Initially, the potential impacts on sustainable urban development are weighted as evaluation criteria. Then, different pathways are evaluated against these criteria, i.e., AV deployment as collective and/or private transport in specific areas and periods or in the whole Functional Urban Area (FUA) on a 24 h basis. An interesting finding is that the effect on the city’s spatial development, not thoroughly examined by literature, is highly ranked by experts. Regarding policy pathways, autonomous collective transport with 24 h service of the FUA emerged as the optimum alternative. The proposed methodology provides a tool for planners, researchers, and policy makers and a framework for an open debate with society.

Vehicle-to-grid (V2G) is a technology which enables electric vehicles (EVs) to transfer electricity back to the power network. The V2G technology allows energy systems to balance renewable energy, thus contributing to climate change alleviation. Employing a self-report online survey among Norwegian car users (n = 929) in November 2021, the study aims to investigate how perceptions and beliefs towards the V2G system motivate both EV users and non-EV users (combustion engine car owners as potential future EV users) to utilise the V2G technology in the future. Understanding similarities and dissimilarities in future intentions of V2G use across two groups of car users (i.e., EV and non-EV users) may facilitate segment-specific marketing. The core theoretical framework in the study is a hypothesised model based on the Technology Acceptance Model and the Theory of Reasoned Action. The results show that the theoretical framework substantially explains future V2G use intentions. The model showed that behavioural beliefs related to the use of V2G technology and varying concerns and benefits about this system (e.g., concern over vehicle battery, usefulness in terms of financial and environmental benefits) explain V2G adoption among the groups. A multiple-group structural equation model showed structural stability in associations between the model constructs and intention across EV and non-EV users. However, non-EV users had lower means on central variables (i.e., trust in V2G, perceived ease of use, vehicle battery concern, perceived usefulness, subjective norm, and intention). In accordance with the postulated social cognitive theoretical framework, the study concludes that both groups of car users have a significant belief-behavioural intention to participate in V2G technology. When it comes to behavioural change campaigns, the same measures could be taken into account for both groups of car users. Non-EV users, however, should receive more attention in such campaigns. To promote V2G adoption among car users, particularly among non-EV users, a multifaceted policy approach is needed. This should include financial incentives like tax credits, educational campaigns highlighting EV benefits with V2G contracts, expanding EV charging infrastructure, and developing a public-private V2G infrastructure. • Perceptions and beliefs towards the V2G system. • Understanding similarities and dissimilarities across EV and non-EV users. • A model based on the Technology Acceptance Model and the Theory of Reasoned Action. • A multiple-group structural equation model was developed. • Both groups of car users have a significant belief-behavioural intention. [ABSTRACT FROM AUTHOR]

In recent years, many cities throughout the world are facing the impact of last-mile logistics and the resulting rise in urban traffic and pollution. Effects on the environment have been curbed by these dynamics. Urban traffic has a considerable impact in terms of noise emissions, road safety and air pollution: hence, both public and private parties should undertake innovative solutions for reducing the negative effects of last-mile logistics and improving their operational effectiveness. This study aims to provide a systematic literature review of studies having as their main topic environmentally sustainable last-mile logistics with the perspective of economic studies. The review of the literature reveals that the majority of recent studies have been based on engineering and urban planning approaches. Costs and benefits of last-mile logistics are approached with a public economics focus, gathering details from the different papers, starting with the business studies and then exploring the technology-oriented ones. This study aims to detect the different topics and policies discussed in the literature, and it suggests how to incorporate them in creating new measures and policies for last-mile logistics in the urban area, or for revamping current ones. [ABSTRACT FROM AUTHOR]

This paper confronts the current policy landscape and lived experiences of walking in African cities through the lens of policies, plans, institutional, and residents’ narratives. The paper builds on qualitative evidence drawn from content analysis and semi-structured interviews with local-level stakeholders across policy sectors concerned directly or indirectly with walking and walkability in the city. Perspectives from local government institutions are first reviewed to ascertain considerations for accessibility, safety, and pleasurability dimensions of walking and, second, contrasted with the lived walking experiences of residents of low-income settlements in Accra. Results indicate limited attention to pleasurability dimensions in both policy and municipal plans and significant incongruities with residents’ lived realities of walking. This parallel between the frameworks and plans underpinning the construction of the walking environment and the lived experiences of those affected by such decisions seeks to nuance debates about policy-reality (dis)junctures in African urbanism. [ABSTRACT FROM AUTHOR]

• Estimating the crowding impedance affected public transport use in the COVID-19 pandemic. • Exploring travel behaviour in choosing the travel routes considering the crowding on the public transport. • Attitudinal group segmentation using clustering analysis based on factor scores. • Transport policy in response to infectious disease considering travellers' preferences. In the aftermath of the COVID-19 pandemic, travel behaviour has changed significantly. Governors have introduced different transport policies to maintain the travel demand in the public transport system. Previous studies have developed the measurement of crowding impedance on public transport to determine the degree of transit use and the impact of the COVID-19 pandemic. This study explores the behavioural differences in crowding impedance to provide transport policies incorporating group segmentations. The D-efficient design process has structured a survey with a reasonable choice set, and questionnaires have been provided to identify the attitudinal groups of travellers effectively. The travellers are divided into four groups according to the values of factor loadings from the factor analysis: i.e., fear of disease, transit preference, time sensitivity, and auto preference. Multinomial logit models explore the behavioural differences in route and mode choices and calculate crowding multipliers. The results show that the group with a fear of disease comprises a high proportion of the elderly owing to their reluctance to expose themselves to infectious diseases; furthermore, the time-sensitive group exhibits less crowding impedance on public transport. Thus, the crowding multipliers differ between the groups and influence the relevant transport policies to promote public transport use. Policymakers are encouraged to introduce customized transport policies depending on the requirements of each group of travellers to cope with the adverse effects of the pandemic. [ABSTRACT FROM AUTHOR]

As cities implement intelligent systems and public transportation users seek flexibility, autonomous demand-responsive transport (ADRT) will play an important role in a region's broader public transportation system. We have seen this in cities where trials have been conducted. Great efforts and investments are being made in the industrial and academic sectors to make autonomous driving a reality. This study investigates the challenges and opportunities of adopting ADRT in South East Queensland, Australia. This is critical as ADRT can help be an alternative way to provide public transport, especially for first and lastmile service. The adapted methodology is an exploratory qualitative study through interviews with transport experts to provide comprehensive insights regarding the ADRT service concept, potential customer groups in terms of the supply and the demand side, potential use cases, followed by an explanation of the ADRT deployment and adoption challenges in terms of the supply side and the demand side. Accordingly, we offer recommendations mainly contributing to mindset change, education and exposure, subsidies and incentives, liability and insurance that can support policymakers, transport planners, and engineers in making effective policy choices and developing successful transportation systems, while also increasing public recognition and adoption of ADRT technology. [ABSTRACT FROM AUTHOR]

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The paper investigates the overlooked role of problem setting in policy setting and transfer. The prevalent rational approach to urban mobility issues in fact privileges problem solving over problem setting, overlooking the role of problems in policy transfer processes. Reviewing institutional and academic works, the paper develops a comparative reading of Bogotá and Santiago, two Southern cities that justified their mobility policies referring to social issues. The analysis shows that social concerns have played an instrumental role in aligning the problem to its solution and justifying the adoption of an already selected strategy. [ABSTRACT FROM AUTHOR]

The aim of this study is to investigate the impacts of COVID-19 pandemic on public transportation mode choices in Ethiopia. Protection motivation theory and multinomial regression model were applied to estimate the mode choice behavior during the pandemic, compared to the pre-COVID period. Results indicated that public transport modes are the dominant modes before and during the pandemic but the choice of these modes declined during the pandemic by about 33 percent. Respondents placed more priority on pandemic-related risk, cleanliness, social-physical distancing, good airflow, and travel cost when deciding mode choice during the pandemic, compared to the pre-COVID period. Pandemic-related factors, gender, income, distance of residences, and travel cost are the significant predictors of mode choice. Passengers are also likely to choose a lesser amount of public transportation whereas more choice for alternative modes. The reasons are the passengers' perception of travel risks, greater exposure to infections; shortage of infection prevention services; unaffordable service fees; disruption of services, being made out of work and working from home. Overall, the study could inform that COVID-19 pandemic is really impacting the mode choice behaviors of urban people. It will imply policymaking to prepare pandemicsensitive and adaptive transport systems during & post-pandemic period. [ABSTRACT FROM AUTHOR]

The airline market is constantly evolving and requires managers to adopt strategies to meet the changing demands and organizational requirements of the sector. As a result of its liberalization, the European market has transformed from a set of national protected sectors to a single sector. Although the market has grown over the last two decades, the industry has faced difficulties due to various economic, safety, environmental, and health issues, which have recently emerged. This study analyzes the airlines' strategic responses to increased competition from the turn of the century to 2019, excluding the pandemic period, to focus on market dynamics driven by European competition policy. A five-pillar strategic framework highlighting common strategies and divergences between major European network carriers is outlined through a multi-case analysis of major European markets. The sample includes France, Germany, Italy, and Spain. Results have managerial implications that highlight the importance of strategic adaptability in an industry landscape that continues to evolve. Managerial implications fall into the following three categories: strategic positioning, cost optimization, and business diversification. [ABSTRACT FROM AUTHOR]

Advanced Air Mobility (AAM), the use of drones for the delivery of goods and for transport of passengers, is an emerging mode of transportation. However, numerous challenges remain before AAM on a commercial scale will be a reality. AAM forces changes to the current air transportation system and governments globally are tasked with formulating new policies and regulations. In this work, we evaluate AAM policies from four different countries by utilising a case study approach and comparing those to emerging policies in Australia. We found that approaches differ between very comprehensive frameworks to simple, more general regulation. Results also show that Australia can learn a lot from Dubai’s example. In summary, these findings suggest that AAM policy development globally is in its infancy and provide insights into possible future pathways for AAM policy development in Australia and beyond.

A review of 115 studies on Australian local area traffic management (LATM) schemes covers network planning, computer modelling, overall design considerations, the deployment of various traffic control devices, project evaluation and numerous before and after case studies. However, no research has been published about the formulation of LATM policies and the processes involved that were formulated during the 1970s and 1980s and aimed at discouraging non-local through traffic in residential areas, improving road safety, and improving environmental amenity through physical devices. This paper develops a conceptual model of the interactions amongst institutions of government (state and local), organisations (national research institutes and universities), and civil society (the consulting industry, lobby groups and community action groups). The model is implemented through a series of unstructured interviews with key players involved with research and advocacy, capacity building, and state government policy makers that determined: who was responsible for the governance of LATM schemes? What were the respective roles of institutions and organisations in relation to the early formulation of policies and plans, especially issues of authority? Who were the key players in these institutions and organisations? To what extent did external influences of ideas by overseas agents (policy transfer) occur in decision making? A recently implemented LATM scheme (Seven Ways) by Waverley Council describes the latest approaches, including community participation. The conclusions note the importance of a society investing in road research, having universities capable of delivering high-quality professional development programs, and having a consulting industry that is willing to deliver innovative, practical advice to local governments. Suggestions are made about areas for further research.

Russia published a series of documents from 2018 to 2022 indicating its desire to transform the Northern Sea Route (NSR) into a globally competitive international shipping route due to its awareness of the importance of the NSR for the socio-economic development of the Arctic zone of the Russian Federation. This article examines the evolution of Russian policy through a regulatory analysis combined with an empirical analysis of shipping along the NSR over the period 20182022, as well as the impact of Western sanctions. The aim of the article is to examine the viability of Russia’s new infrastructure plan for the NSR, published in August 2022. The analysis of Russia’s policy towards the NSR suggests that Russia needs to review its policy in relation to the imposed Western sanctions. This would entail a new focus on revitalising the shipbuilding industry. The targets set earlier, and then in 2022, for shipping cargo on the NSR should be redefined taking into account current realities. The practical significance of the article is in its use by policymakers engaged in the development of the NSR and researchers of Arctic shipping.

Cities, even medium-sized and small ones, have become overwhelmed by traffic and congestion. Innovative solutions are required and recent studies have focused on sustainable approaches. This study aims to develop a multimodal transport model consisting of an urban public transportation (UPT) service combined with an e-scooter sharing service. The main purpose of the model is a comparison between two travel alternatives (car and UPT + e-scooter), calculating their associated levels of utility. The methodology is based on a multinomial logit model, implemented in Matlab software, using results from an online mobility survey (socio-economic characteristics of potential users of e-scooters). The additional aim is related to the assessment of the inhabitants’ availability to shift from car to multimodal service or to simple e-scooter service. The developed micromodel was applied in Iași, a mid-sized city located in the northeast of Romania. Several price strategies were analysed in order to find their influence on users’ mobility behaviour. It turned out that the price for the shared e-scooter is too high at this moment to be used for daily travel. Without a price decrease and public authorities’ involvement in facilitating the multimodality, the e-scooter remains only an entertainment activity.

Abstract Background Transport policy has regained political relevance in Germany. The successful realization of the Verkehrswende,—the extensive transition toward sustainable transport and mobility—is central to reaching climate neutrality. In 2020, the Federal Government proposed the reform of two key ordinances that have regulated road traffic so far. The amendment was aimed at implementing several provisions at the expense of car drivers and, at the same time, in favor of cyclists and pedestrians. Due to cooperative federalism, the governments of the 16 constituent units (Länder) had to adopt the amendment in the Bundesrat, Germany’s second chamber. In the legislative process, however, the reform ultimately failed in its original scope. Using it as a particularly instructive case study, we show how and why party competition and cooperative federalism hamper comprehensive transport policy reforms in Germany. Results In the German political system, political interests interact within a complex web of cooperative federalism. To understand partisan encroachment on the federal decision-making processes, this paper uses a process-tracing approach. To investigate decision-making in the Bundesrat and its outcomes, the empirical analysis combines qualitative analyses of several publicly available sources. We can empirically demonstrate that political parties influenced legislative procedures. The reform failed in its original scope because the three political parties with veto power in the Bundesrat insisted on their positions and were not willing to agree on a compromise. Conclusions For the implementation of the Verkehrswende, the German federal system proves to be both a blessing and a curse. On one hand, the institutional design of the Bundesrat constrains extreme positions and helps promote decisions most citizens may agree with. The Länder governments and administrations can also contribute their expertise and local experience to federal legislation via the Bundesrat. On the other hand, veto powers are ubiquitous in the German system of cooperative federalism. Therefore, it is prone to blockades. The actions of the political parties in the Bundesrat have hampered the comprehensive reform of road traffic regulations that was originally envisaged. Policymaking took two steps forward toward implementing the Verkehrswende, only to immediately take one step back again.