Public Transporation

Transport Justice develops a new paradigm for transportation planning based on principles of justice. Author Karel Martens starts from the observation that for the last fifty years the focus of transportation planning and policy has been on the performance of the transport system and ways to improve it, without much attention being paid to the persons actually using – or failing to use – that transport system.

There are far-reaching consequences of this approach, with some enjoying the fruits of the improvements in the transport system, while others have experienced a substantial deterioration in their situation. The growing body of academic evidence on the resulting disparities in mobility and accessibility, have been paralleled by increasingly vocal calls for policy changes to address the inequities that have developed over time. Drawing on philosophies of social justice, Transport Justice argues that governments have the fundamental duty of providing virtually every person with adequate transportation and thus of mitigating the social disparities that have been created over the past decades.

Critical reading for transport planners and students of transportation planning, this book develops a new approach to transportation planning that takes people as its starting point,
and justice as its end.

Mobilities are being greatly reshaped in order to respond to contemporary challenges, such as automobile dependence, environmental pollution and so on. Mobilities performed by Autonomous Vehicles (AV), or driverless mobilities, will play a leading role in this process due to the vast array of new possibilities they may bring. In particular, this technology will bring a sharp decrease in the overall cost of mobilities system, including their spatial, social, environmental etc. negative externalities, and notably contribute to their optimization. However, since their implementation is at a rather immature stage, many aspects including, but not limited to their potential effects, technological readiness, legal issues, ethics and societal acceptance are still largely undiscovered. Aim of this project is to elaborate on the future modus operandi of driverless mobilities, as well as to identify which are the supportive driving forces and the challenges in their implementation. Examination of two cases where driverless mobilities have been practiced, in Aalborg, Denmark and Trikala, Greece, pointed out a strong impact of three elements in making driverless mobilities. Safety goes first. Embodiment of AV into existing mobilities practices will be impossible if actual and perceived levels of safety are not high enough. Then come two factors of equal importance, namely proof of usefulness and perception of people towards them.

Some of Europe’s prominent economic thought leaders and reform-minded policy makers were gathered in Rome on December 12 2014 for the “Investing in Long-Term Europe” conference. Debates focused on the merits of enhanced infrastructure investments to put the EU back on a steady growth trajectory...  This paper also presents the latest version of the WPC “Perceived Economic Attractiveness” (EA) and “Rail Infrastructure Development” (as measured by the Modified RTI Index) comparative policy framework showing the relative modernity and cost-efficiency of national rail networks (or lack thereof).

The introduction of Bus Rapid Transit (BRT) on March 17, 2008 in Lagos, Nigeria has attracted several comments and studies from the media and academic world. Most of the studies focused on the impact of BRT on users' mobility and traffic congestion in the city of Lagos. The purpose of this study is to examine the level of accessibility, perception/acceptability of users on the operations of BRT in Lagos State in terms of distances, safety, affordability, reliability, travel time and waiting time at the BRT bus stops. The study is based on a randomly selected set of 183 users of BRT along the corridor in Lagos state.As cities attempt to address their urban mobility problems, the alternative transportation options emerge. In order to have an efficient management of the vehicular and human traffic elements, there is need for improvement on the transportation network infrastructure and its proper maintenance. Dysfunction within any of the elements can lead to a breakdown of the system and this is more apparent in urban transport systems in developing countries where congestion is witnessed every day. In recent years, one of these options is the Bus Rapid Transit System (BRT). It is in the light of this, that the study examined the impact of BRT on passengers' satisfaction in Lagos Metropolis. Data were collected through the use of questionnaire that was administered using simple random sampling technique. Findings also revealed that more than averages of the passengers were satisfied with the BRT system while some were fully dissatisfied. Therefore there is need to: ensure greater coordination with local planning and operating agencies for the purpose of identifying BRT potentials; conduct research, develop operational techniques and promote the use of Intelligent Transport System (ITS) technology to enable safe and efficient deployment of BRT

The multidimensional nature of transport, influencing social, economical, environmental, and political spheres requires assessments of specific characteristics for the design of efficient and effective transport for the urban area under consideration. In this article we review existing urban transport systems of the metropolitan area of La Paz. A technical comparison among existing transport modes highlights the various deficiencies of the informal public transportation system as well as the limitations of newly implemented modes. We complement the technical comparison with socioeconomic aspects of different transport systems such as employment, environmental pollution and land use as dimensions surrounding transportation planning. The proposed matrix of transportation modes and their technical and socioeconomic characteristics is then used to propose a set of strategies for the development of an efficient multimodal public transport system for La Paz.

In today's world, the needs for transportation have increased and the existing solutions have become insufficient in response to the demand especially with the increase of urban life and the widespread urbanisation. For this reason, local authorities aim to improve urban public transportation services, one of the effective in-city transportation solutions, in order to solve the current needs of transport and reduce or regulate the current traffic intensity. In this study, geographical information system (GIS) was used to analyse the relationship between the bus routes and related stops being offered by Sakarya Metropolitan Municipality (SBB) public transportation service along with the population living in the region to evaluate the level of available current service to the population in each region. An alternative optimisation for the locations of bus stops was presented through a proposed model by comparing the results obtained from the existing positions.

In virtually all rural areas in Ontario the limited transportation alternatives means that rural residents without access to a personal vehicle are at great risk of transportation disadvantage. The primary research method for this research involved testing a transportation disadvantage framework using fourteen Key Informant Interviews undertaken with service providers operating within the case study of Huron County. The research found that residents within five demographic groups are at risk of transportation disadvantage within Huron County: older adults, those with physical or mental disabilities, youth, low-income households, and women. The research confirmed that transportation disadvantage exists on a continuum with some groups more disadvantaged than others, but also within groups with some accessibility needs more attainable than others. The research concludes with suggestions for a public transportation system to improve unmet transportation needs in Huron County along with recommendations for improving transportation access within the county.

This paper explores infrastructure projects that present a conscious merging between urban transformation, community development, culture, and technology through sustainable design. When urban projects successfully and meaningfully include all these dimensions, we refer to them as "blended infrastructure" projects, since they offer much more than just infrastructure. A literature review pertaining to the rejuvenation and renewal of cities reveals that infrastructure projects have the potential to be at once, smart and ecological as well as cultural and deeply integrated urban interventions. We, therefore, propose that 'blended infrastructure' projects are those that profoundly integrate anthropological and technological dimensions. These two poles are the basis of our analysis method. Our methodology, which includes a mapping tool, is used to cartograph a series of design projects. We select two sets of projects for analysis. First, we select "light infrastructure" projects that are not yet built, still in an imaginary phase, which have a common underlying positive intention of bringing sustainability to the city. Second, we select heavier, already built, infrastructure projects, those subjected to real-world constraints, i.e., economic, political, etc. These polarities (light and imagined vs. heavy and realized) will help test the applicability of this mapping approach on different types of infrastructures. By studying projects on either side of a spatial design spectrum, we aim to understand which types of projects have a potential to be "blended infrastructure" projects-and therefore, deeply integrated sustainable urban interventions, as key contributions to the future of our cities.

The Iterative Proportional Fitting (IPF) method represents the state-of-the-practice for estimating bus route-level passenger OD flow matrices. It requires boarding and alighting volumes along with a seed matrix as inputs. Although the “Null” matrix, where passengers are equally likely to travel between any of the feasible OD pairs, is used as a default seed, empirical onboard survey data provide an informative seed matrix. Due to the small sample sizes of such surveys, some OD pair entries are of low confidence leading to poorer quality OD flow estimates when such an empirical matrix serves as a seed for the IPF method.

To improve the quality of OD flow estimates when using an empirical seed matrix, a linearly weighted combination of an empirical OD matrix and some other OD matrix is proposed to form the seed matrix. A Monte Carlo simulation-based approach is developed to evaluate the use of this approach and understand the conditions that influence its impact on the quality of the estimated OD flow matrix. Empirical data from three operational bus routes at two different transit systems are used to determine important input values.

The “Null” matrix and the “IPF-Null” matrix, estimated by applying the IPF method with a “Null” seed matrix, are considered as alternatives to be combined with the empirical OD matrix to form the combined seed matrix. Results demonstrate that using “IPF-Null” is preferred to using “Null” to form the seed matrix. Therefore, an investigation of the quality of the estimated OD flow matrix as a function of the quality of the empirical OD flow matrix is conducted using the “IPF-Null” matrix to form the seed matrix. Moreover, the optimum weighting factor used to combine the two matrices to form the seed matrix as a function of the quality of the empirical OD flow matrix is also explored.

For onboard survey sample sizes expected in practice, results suggest that if the optimum value of the weighting factor is known, using a combined seed matrix will provide the best OD flow estimates compared to either using the empirical matrix as an estimate or using only the empirical matrix as a seed in applying the IPF method. However, since the optimum value of the weighting factor will be unknown in practice, a sensitivity analysis suggests that in practice, using a weighting factor that is a good approximation of the optimal one is important.

To approximate the optimal value of the weighting factor in practice, the relationship between the optimum value and three sample size related measures intended to be representative of the quality of the empirical matrix are investigated. Anecdotal results suggest that the relationship associated with two of the measures may be transferrable to some extent among similarly structured routes and therefore, could be used to determine good approximations of the optimal value of the weighting factor in practice.

A közlekedés históriája a  magyarországi történetírás marginális szférájába tartozik. A témával többnyire „hobbi-történészek” és műszaki végzettségű értelmiségiek foglalkoznak, úgy, hogy közben a történettudomány módszereit gyakran figyelembe se veszik. Ezért e témában eddig kevés színvonalas történeti publikáció született. Még elhanyagolhatóbb azon munkák száma, amelyek nemcsak a technikai paraméterek bemutatására vállalkoznak, hanem a közlekedés fejlődését egy struktúrába próbálják elhelyezni, és annak gazdasági valamint társadalmi hatásait is vizsgálják

The crowdedness of a vehicle is one of the main quality factor of the public transportation (TP) quality, since, besides the comfort, also affect the reliability of the line, changing its average speed. However, the city of São Paulo, Brazil, one of the biggest bus operations of the world, it is difficult to find any automatic passenger counter (APC) equipment deployed, probably due the costs of current technologies. This research shows the results of an APC technology by the sensing of the Wi-Fi signal of smartphones that are boarded in a vehicle on TP by bus. Therefore, a prototype was developed and deployed on the line 6500-10 between the Terminal Santo Amaro and the Terminal Bandeira, during 7 working days of the week on peak and off-peak hours. was analyzed with statistical and geographical tools. During the experiment, it was observed that the Wi-Fi APC was capable of estimate the occupancy of the vehicle 85% of the cases, with a significance level up to 20% and an error up to 22 passengers per estimation. Through the geographical analysis it was generated load matrices, that allow to infer the origin and destination of the passenger in each trip, indicating the sections along the route where were more boarding and alighting. On the other hand, the method did not perform well when coming out of the final stops and when the crowdedness changed suddenly, requiring further analysis to understand how to deal better under these circumstances. Likewise, due to the limited sample utilized in this research, we cannot generalize the results presented, pressing the need for new researches on different operation scenarios.

Transportation sector plays a vital role in supporting society mobility. Therefore, the public transportation services must be accessible to all community levels without exception, including the people with disability or difabel. But the facts show that in Yogyakarta for the difabel it is still relatively difficult to access public transportation services. It is caused by several factors such as: the infrastructure is not accessible, the number of fleets are insufficient, and the affordability route problem. These conditions then ignited the difabel to create a difabel-friendly transportation mode, which now is popularly known as Ojek (motorcycle taxi) Difa. The name of Difa was adapted from the word of Difabel or differently abled. This transportation mode is provided, managed, and piloted by the difabel, even though the other society may also use this service. This research uses the qualitative type, descriptive approach, and interactive modeling of data analysis by Miles and Huberman. The data collection is done by in-depth interview, observation, documentation, and literature study. The researcher used this method because the principle objectives of this study aimed to describe and illustrate in a systematic, factual, and accurate statement of the fact and the relationship between phenomenons. The research results showed that Ojek Difa can open a job opportunity to difabel where they had difficult experience in getting work both formal and informal. Moreover, Ojek Difa also is able to improve the socio-economics welfare and establish confidence for their members. It is proved that difabel not only deserves to be object of public transportation services that are provided by the government or the private sector, but also capable of being the subjects who act as a service provider. The rising popularity of Ojek Difa is appropriate with the Javanese local wisdom – migunani tumraping liyan – which means is useful to others. They are not only give beneficial for difabel’s mobility, but also gives benefit to the whole Yogyakarta society in providing inclusive public transportation services.

In dieser Diplomarbeit wurde die Analyse und Modellierung von den Öffentlichen Personennahverkehr in der Gemeinde Prishtina gemacht. Da der Öffentlicher Personennahverkehr in der Gemeinde Prishtina ein weites Gebiet umfasst, gehört diese Diplomarbeit zu einer Ebene der Studie "makroskopische". Die Analyse und Modellierung von den Öffentlichen Personennahverkehr in der Gemeinde Prishtina ist eine komplexe professionelle Forschung die durch iterative Verfahren durchgeführt wurde um möglichst optimale Lösungen zu finden.

Prof. Dr. Stépán Gábor: DINAMIKAI JELENSÉGEK A FORGALMI DUGÓKBAN • DYNAMICAL PHENOMENA IN TRAFFIC JAMS
Dr. Bitay Enikő: TECHNIKATÖRTÉNETI KUTATÁSOK ÉS MŰSZAKI ÖRÖKSÉGVÉDELEM ERDÉLYBEN • THE HISTORY OF TECHNOLOGY RESEARCH AND THE PROTECTION OF TECHNICAL HERITAGE IN TRANSYLVANIA
Barabás Botond: NI AS A RAPID PROTOTYPING ENABLING TECHNOLOGY PROVIDER IN THE SMART CITY ERA
Dr. Dalibor Dobrilović: APPROACH IN EXPLORING WIRELESS TECHNOLOGY PERFORMANCE IN SMART CITY ENVIRONMENTS
Dr. Kovács Tünde Anna: A KÜLÖNBÖZŐ TUDOMÁNYTERÜLETEK EGYÜTTMŰKÖDÉSE AZ IPAR 4.0 MEGVALÓSÍTÁSÁÉRT • THE DIFFERENT SCIENCE DISTRICT INTEGRATION FOR REALIZE THE INDUSTRY 4.0
Kulcsár Sándor: OKOS VÁROS KONCEPCIÓ MAGYARORSZÁGON – VÍZIÓK VS. VALÓSÁG  • SMART CITY CONCEPT IN HUNGARY – VISIONS VS. REALITY
Dr. Lados Mihály: OKOS VÁROS MODELLEK MAGYARORSZÁGON •
SMART CITY ATTITUDES OF HUNGARIAN CITIES
Prof. Dr. Rajnai Zoltán: SMART INFRASTRUKTÚRÁK BIZTONSÁGA •
SECURITY OF SMART INFRASTRUCTURE
Dr. Popa-Müller Izolda: KÁROSODÁSI FOLYAMATOK KINETIKÁJÁNAK BECSLÉSE • THE PREDICTION OF DAMAGE PROCESS KINETICS
Albini Attila: A FELHŐ-TECHNOLÓGIÁK ELMÉLETI VIZSGÁLATA •
THEORETICAL STUDY OF CLOUD TECHNOLOGIES
Iványi Tamás: „OKOSTURISTA” AZ OKOS VÁROSBAN – MULTIDIMENZIÓS MODELL A KÖZÖSSÉGI MÉDIA ÉS AZ OKOSTELEFONTECHNOLÓGIÁK FELHASZNÁLÁSÁRA A VÁROSMARKETINGBEN • SMART TOURISTS IN A SMART CITY - A MULTIDIMENSIONAL MODEL FOR CITY MARKETING USING SMARTPHONES AND SOCIAL MEDIA
Varga Péter: A REVIEW ON THE ELECTRIC CURRENT EFFECT ON THE IRRECOVERABLE DEFORMATION OF METALS
Wisnovszky Gábor György: A PEER-TO-PEER ONLINE PIACOK LAKÁSPIACRA GYAKOROLT HATÁSAI • HOW “SMART” PEER-TO-PEER ONLINE MARKETPLACES CHANGE THE HOUSING MARKET
Tusor Balázs: SZEMÉLYRE SZABOTT ÉTKEZÉSI TANÁCSADÓ- EGY INTELLIGENS TÉR ALKALMAZÁS • PERSONALIZED DIETARY ASSISTANT - AN INTELLIGENT SPACE APPLICATION
Szabó Zsolt Mihály: NYUGDÍJASOK - SMART CITY? - EGY ÉRTELMES NYUGDÍJRENDSZER LEHETŐSÉGEI • PENSIONERS IN SMART CITY - A VIEW OF AN INTELLIGENT PENSION SYSTEM
Szilágyi Győző Attila: KÜLÖNBÖZŐ NAGYVÁROSOK KÖZÖSSÉGI KÖZLEKEDÉSI HÁLÓZATAINAK TOPOLÓGIAI VIZSGÁLATA A HÁLÓZATOK SEBEZHETŐSÉGE SZEMPONTJÁBÓL • TOPOLOGICAL ANALYSIS OF THE PUBLIC TRANSPORT NETWORK OF THE DIFFERENT CITIES FROM THE ASPECT OF NETWORK VULNERABILITY
Nyikes Zoltán: A DIGITÁLIS KOMPETENCIA, KULCS A JÖVŐHÖZ •
DIGITAL COMPETENCE, KEY TO THE FUTURE
Kiss Leizer Géza Károly: KATASZTRÓFÁK SORÁN KELETKEZŐ HULLADÉKOKBIZTONSÁGTECHNIKAI KÉRDÉSEI A FOLYAMI, TAVI ÉS TENGERI KÖZLEKEDÉSBEN •RIVER, LAKE AND SEA TRAFFIC SAFETY ISSUES REGARDING WASTE GENERATED DURING DISASTERS
Werner Gábor: AZ EMBERI VISELKEDÉSI MINTÁK KINYERÉSE MESTERSÉGES INTELLIGENCIA SEGÍTSÉGÉVEL • PATTERN EXTRACTION OF HUMAN BEHAVIOR WITH ARTIFICIAL INTELLIGENCE
Szabó Anikó: AZ EMBERI ALKALMAZKODÁS TÁMOGATÁSA AZ OBJEKTUMVÉDELEMBEN • STANDING FOR THE HUMAN ADJUSTMENT TO THE SAFEGUARDING
Bréda Gábor: OKOS VÁROS OKOS TÁRGYALÓINAK BIZTONSÁGI KIHÍVÁSAI • THE SECURITY CHALLENGES OF SMART MEETING ROOMS IN SMART CITIES
Hell Péter: DRÓNOK AZ OKOS VÁROSBAN • DRONES IN SMART CITIES
Tokody Dániel: MOBILITÁS 4.0 -  AUTONÓM INTELLIGENS JÁRMŰVEK •
MOBILITY 4.0 - AUTONOMOUS INTELLIGENT VEHICLE
Tokody Dániel: MOBILITÁS 4.0 - AZ ÚJ EURÓPAI TREND: A DIGITÁLIS VASÚT? AVAGY VAN-E MAGYAR DIGITÁLIS VASÚTI STRATÉGIA? •
MOBILITY 4.0 - A NEW TREND IN EUROPE? IS THERE ANY STRATEGY OF THE HUNGARIAN DIGITAL RAILWAY FOR SMART MOBILITY IN A SMART CITY?

El artículo desarrolla un esquema conceptual relacionado con el acceso al transporte en la ciudad de Montevideo y los modos de optimizar el sistema vigente. Uno de los conceptos fundamentales
que se desarrollan es el de desmercantilización aplicado a las políticas de transporte público. En ese marco se reseñan los principales
hallazgos sobre movilidad y los potenciales desafíos y oportunidades para el transporte público como factor de mejora u obstaculización de las capacidades de las personas, concluyendo que describir la distribución de estos beneficios permitirá especular sobre nociones de equidad en el transporte.

Yıllar önce para kazanma umudu ile gidilen Almanya; artık Türk iş insanları tarafından kontrol edilen bir ticaret yapısına sahip. Özellikle Almanya nakliye sektöründe ticari yaşamlarını sürdüren oyuncular; neredeyse sektörün tamamını oluşturuyor. Almanya'nın ünlü yükseköğrenim kurumlarından WHU-Otto Beisheim School of Management tarafından 2019'un ilk çeyreğinde yapılan çalışmaya göre; nakliye, gıda, hizmet sektörlerinde bulunan işletmelerin %73'ü ya %100 Türk asıllı birinin ya da Türk asıllı bir ortağı bulunuyor. Almanya'nın Yükünü Tüm Dünyaya Taşıyorlar Özellikle Almanya parsiyel taşımacılık piyasasında etkili olan Türk firmaları; Türkiye'nin yanı sıra Katar, Irak, Özbekistan ve hatta Afganistan'a kadar varan geniş bir rota dahilinde hizmet veriyor. Ayrıca uluslararası nakliyede karayolu ile verilen hizmet; havayolu, demiryolu ve denizyolu ile de destekleniyor. Teslimat garantili çalışan Türk firmaları; konteyner taşımacılığı yanı sıra, tehlikeli madde taşımacılığı hizmeti de veriyor. Almanların nakliye işlerinde Türk firmalarını tercih etmesinin en önemli sebebi ise, çıkan olası sorunlara çözüm odaklı yaklaşmaları ve olası problemleri mümkün olan en kısa sürede çözmeleri olarak değerlendiriliyor. Zira bir Alman nakliye firması hedef ülkede çıkan problemi çözmekte zorlanırken ya da çözemezken, aynı sorun bir Almanya'da hizmet veren bir Türk nakliye firması tarafından kısa sürede çözüme ulaştırılıyor. Almanya'ya Giden Türk Nakliye Firmaları, Teslimat Noktasında Sınır Tanımıyorlar Bir başka Alman yükseköğrenim kurumu olan University of Kiel (CAU) İşletme Fakültesi tarafından, nakliye sektörünü sürekli kullanmakta olan 110 işletme arasında yapılan araştırmada; %100 Alman iştiraki olan şirketlerin bile, uluslararası nakliye işlerinde Türkler tarafından işletilen Almanya nakliye firmalarını tercih ettiği sonucu açıklandı. Söz konusu çalışmaya katılan işletmelerin 98'i (yaklaşık % 89'luk kısmı); "özellikle teslimat noktasının risk taşıdığı bölgelerde, Almanya'daki Türk nakliye şirketlerini tercih ettikleri" konusuna fikir belirtiyor. Alman nakliye firmaları tarafından teslimat yapılmayan ya da sorunlu teslimat yapılan bölgelerin tamamında Almanya'daki Türk nakliye şirketlerinin olmasının en önemli sebeplerinden birinin de, rakiplerinden daha uygun fiyatlarla hizmet vermeleri olarak değerlendiriliyor. Türkiye Almanya Nakliye Türkiye'den Almanya yönüne yapılan nakliyeler için hizmet veren şirketlerin büyük bir çoğunluğu İskenderun ve Antakya bölgesinde bulunuyor. Bunun en önemli sebeplerinden biri ise sizin de tahmin edeceğiniz üzere İskenderun Limanı'na yakın olma isteği. Ortadoğu'dan ve Afrika ülkelerinden denizyolu ile gelen navlunların tamamı, İskenderun Limanı aracılığı ile Türkiye'den Avrupa'ya dağıtılıyor. Türkiye'nin diğer illerinde bulunan navlunların Almanya gönderimi için de Hatay konumundaki nakliye firmalarından hizmet alınabiliyor. Eğer Almanya parsiyel taşımacılık hizmeti almak istiy orsanız ve yükünüz 1 konteynerden daha az ise yükünüz adresinizden alınarak yükleme noktasına sevk ediliyor. https://www.almanyanakliye.com/

With all of the news lately about technology – technology to make it easier for older adults and people with disabilities to travel, self-driving cars and smartphone apps to tell you when the next bus is coming – you may be wondering how to approach a technology project. To ensure success in technology planning and implementation, it is critical to use a process that identifies user needs, defines what the technology should do to satisfy user needs and follows a rigorous testing process is critical to successful technology planning implementation. This post describes a process that will ensure successful implementation.

Technology projects can be funded using a variety of sources, all of which can have different requirements and time frames. This creates a challenging environment in which agencies may not have all the funding they need to fully implement technology, often causing them to make short-terms decisions. Further, this can cause agencies to “back into” the available funding and not plan for the future when they may receive additional funding. This article covers some ideas for coping with this situation.

Aproximadamente uno de cada cuatro trabajadores residentes de partidos del Gran Buenos Aires (GBA) se desplaza a la Ciudad Autónoma de Buenos Aires (CABA) para trabajar. Estos desplazamientos implican un tiempo de viaje más prolongado y un mayor costo monetario para los bonaerenses, en promedio, que para los residentes de CABA, que trabajan dentro de su propio distrito en un 89% de los casos. Mediante un modelo de regresión lineal –construido con datos del Censo Nacional de Población, Hogares y Viviendas 2010, datos de la Encuesta de Movilidad Domiciliaria 2009-2010 (ENMODO), y un Índice de Accesibilidad al Transporte Público (IATP) de carácter multidimensional– este estudio pretende inferir que el nivel de accesibilidad al transporte público por parte de los hogares tiene incidencia significativa en los índices de desocupación a nivel radio censal en la Región Gran Buenos Aires (RGBA).

The effects of access to public transit on levels of employment in the Greater Buenos Aires Region: a linear regression model

Abstract

Approximately one out of four workers residing in Buenos Aires Province commute to Buenos Aires City each day. These commutes imply, on average, a longer and more costly trip for these workers compared to Buenos Aires City workers, who are employed within their district in 89% of the cases. By means of a linear regression model –built on data from the 2010 Population, Households and Housing National Census (CNPHyV 2010), data from the 2009-2010 Household Commutes Survey (ENMODO), and a multidimensional Public Transit Accessibility Index (IATP)– this study aims to infer that the level of accessibility of households to public transportation has significant incidence on unemployment rates at census tract level in the Greater Buenos Aires Region (RGBA).

Personal Rapid Transit (PRT) has received increased attention in recent years due to technological innovation and the need for safer, more efficient, and more sustainable transport systems in dense urban areas. PRT service is on demand, and provides a good level of service due to short waiting time with no intermediate stops. The cost to run the system is lower compared to traditional transport systems due to utilizing autonomous pods. While a number of studies have focused on specific aspects of the performance of PRT, there is still a lack of comprehensive assessment of PRT's performance from the perspectives of both operators and users. This paper addresses this gap by proposing a set of PRT-specific Key Performance Indicators (KPI) relevant to its operational characteristics (e.g. pod utilization, total distance travelled) and user experience (e.g. average waiting time, delay). The proposed KPIs are demonstrated through a simulation study. The findings made in this paper constitute the first step towards comprehensive benchmarking for PRT systems, and facilitate comparative analyses of different PRT systems to help operators identify and implement best practise.

Public transport is an inescapable part of city living especially for developing country like Bangladesh. Mobility is inevitable for promoting economic growth, prosperity and healthy living of city dwellers, to control unplanned city growth as well. Service quality of public transport must be considered not only to attract its users but also for the reduction of traffic congestion. The objective of the study is to find out the deficiencies in service quality of public transport in the newly growing industrial city like Gazipur based on users' perspective. For empirical analysis, 400 data were collected through face to face survey from different bus stops of Gazipur city. The results showed, nearly 54.25% users believed that the bus service quality was unsatisfactory and 48% felt unsafe inside the bus. Besides, 44.5% users have had the poor experience with bus travel because of the worst facility, however, only 21% pleased with seat comfortability. Every service provider should be well aware of the quality of services to continue public transport as the main transport mode.

There is no doubt that many of you reading this final technology blog have heard about the rapidly-changing transportation landscape. The term “public transportation” has a different meaning than it used to, and we no longer think about traveling on individual modes – we think about the trip as a whole. This technology blog post describes the new transportation ecosystem, what everything in the ecosystem has in common, the impacts on mobility as a result of the numerous partnerships being formed between transit agencies and transportation network companies (TNCs) or micro-transit services, and new mobility options available to travelers.

The purpose of this report is to compile all advantages and disadvantages of fare free public transport (FFPT) according to the three perspectives municipality, economy and environment. This is done by looking at studies and reports about cases where FFPT has been implemented and one cost-benefit analysis.

According to these studies, reports and analyses, FFPT often leads to a better solidarity in the community, faster boarding and a high rise in passenger numbers. It is more usual for FFPT to be economically profitable in smaller communities where the capacity is not fully utilized which is an advantage when dealing with an increase in passengers. Moreover, the cost associating with fare boxes are often higher comparing to the revenue collected, leading to a bigger gain when FFPT is implemented. Environmentally FFPT only has positive effects. Many communities report that the number of cars has lowered and some experience cleaner air. More passengers logically results in more “problem passengers” but these can usually be dealt with by implementing measures. According to the cost-benefit analysis, the reduction of emissions and other consequences of less traffic is a great profit economically for the county.

The report is in Swedish. If you want help to translate parts of it into English, please contact me.

This paper discusses NPM-inspired public sector reforms in Finland and analyses bus services as an example. It seems that most of the reforms in OECD countries are framed by loosely defined NPM doctrine, thus emphasising such institutional arrangements and measures as downsizing, privatisation, corporatisation, outsourcing and competitive tendering. Nordic countries are not exceptions to this trend, even if they seem to adopt a kind of mixed strategy of traditional and NPM-inspired reforms.

In 1997, Taiwan High Speed Rail Corporation (THSRC) had won the right to build and operate a high-speed rail system alongside the west coastline of Taiwan. The following year, the contract was signed between THSRC and the government of Taiwan. The terms included that THSRC would build a high-speed rail system and operate it for thirty-five years and then transfer the ownership to the government. Even though, the project was operational and constructional success, the ridership numbers were far below than previously estimated. In 2009, two years after its opening, THSRC found itself in a big financial crisis as it was unable to pay back the principal on bank loans due to the loss of revenue because of low ridership and the worldwide economic crisis that hit export-dependent Taiwan. Now, being unable to operate the project because of this financial problem, THSRC requested the government takeover of the rail system with compensation to be set by an independent party.

Denna rapport är en del av projektet Innovation och teknologisk förändring på kollektivtrafikens marknader, som är ett gemensamt forskningsprojekt mellan Lunds universitet, VTI, Malmö universitet, Högskolan i Molde (Norge), samt med medverkan från Partnersamverkan för förbättrad kollektivtrafik. Projektet finansieras av K2, Sveriges nationella kunskapscentrum för kollektivtrafik och syftar till att utveckla ny kunskap om hur innovation kan främjas på kollektivtrafikens marknader och hur dessa marknader påverkas av teknologiska förändringar. Denna delstudie har syftat till att undersöka hur COVID-19 påverkade kollektivtrafikmarknaderna, inte minst ur avtalssynpunkt. Detta Working Paper har författats Alexander Paulsson, universitetslektor vid Lunds universitet och Till Koglin universitetslektor vid Lunds universitet.

The implementation of a Bus Rapid Transit system (BRT) is a reality in many Brazilian cities. In Belém, where the public transportation system is mainly operated by buses with no integration, BRT is expected to serve: bus users on a larger scale; users of other modes of transportation, such as alternative collective transport system and microbuses; and users of individual modes of transportation, such as cars, taxis and motorcycle taxis. Therefore, it is expected that users change their travel strategies, especially those who are located in the area surrounding the project. This study intends to explore the effects of BRT on townspeople and on public and private transport users regarding their travel strategies. The study is composed of an initial discussion about BRT projects in Brazilian cities and the development of a case concerning the routes, which are part of BRT system in Belém, Pará, Brazil. The investigation involved focus groups in a one-mile radius around the route. A questionnaire was applied using the stated preference technique, with questions about socioeconomic profile, travel standards, inputs related to the current transport system and strategies for current and future travels after the implementation of BRT system. Among the results achieved, BRT was found to cause tremendous impacts on travel strategies of townspeople and public transport users in the surveyed area. Cyclists expect the system to be integrated with the implementation of bicycle racks. In general, the survey has shown that users tend to change their travel strategies and that BRT is positively regarded by public transport users, as something that would improve their urban mobility.

Based on the three major influences on transit described in this paper—technology, partnerships, and data—we can expect that transit will become much more flexible and technology-enabled, providing more on-demand service and partnering more with transportation service providers who can augment basic transit services in a cost-effective manner to meet customers’ needs. Transit agencies could be MaaS companies as well. Better modeling that accounts for the effects of available transportation services, demographic trends, and travel patterns will be used to develop new transit services.
While this paper does not explicitly discuss the ongoing need for transit that is fully accessible and equitable in the future, all future transit services must be accessible to all, regardless of income level, mental or physical ability, age, or location. And even though transit will be more
technology-enabled, individuals who do not have access to the technology will be able to access transit service through manual means.
The bottom line is that transit will improve mobility in the future by being much smarter, more personalized, and more nimble.

Aproveito a oportunidade de regulamentação complementar do transporte de passageiro por táxi para debater os limites e possibilidades deste subsistema de transporte publico, tendo em conta sua maleabilidade no cumprimento de diferentes funções no sistema.