Suchergebnisse

This paper examine the development of railway passenger transport in the European Union countries by using criteria related to the transportation process and the level of economic development of the countries. The study proposes a methodology based on the combination of multicriteria methods. In the first step we determine the indicators to be used in evaluating railway passenger development. As main criteria of the assessment we have chosen social and economic factors, infrastructure factors, factors associated with travel and technological factors. In the second step, using the Fuzzy AHP method, the weights of the criteria and sub-criteria have been calculated. In the third step, we have rated the studied countries by means of the PROMETHEE method. The results show that the factors associated with travel and technological factors have great importance in the ranking of the countries and that, when all factors are taken into account, the countries with the most highly developed railway passenger transport are Germany, Britain and France. The results of the method in the fourth step were compared by applying Cluster analysis. The railway passenger transport in European Union countries have been classified into 5 groups.

Background: Rapid urban growth in developing countries has outpaced the development of health infrastructure, including trauma centers, leading to potential delays in trauma care. This study was conducted in Karachi, a city of 16 million people in Pakistan. Aims: Our aim was to determine the time taken to reach the nearest 24-h emergency care facility (ECF) and the government-designated trauma center (TC). We also sought to determine the availability of supplies and equipment required for "basic" trauma care at these centers.Methods:We selected five towns in Karachi that had the highest number of road traffic injuries (RTIs) (as identified through medicolegal records). We then measured the time taken to reach the nearest ECF and the government-designated TC from four compass points within each town. We also asked about the equipment and supplies used in basic trauma care.Results: All three TCs in Karachi were located in the selected towns and were within 5.0-10.5 km of each other. The transport times to the 3 TCs were an average of 13.3 min (+/- 7.1) and to the 16 ECFs an average of 4.7 min (+/- 2.4) (p value < 0.00). Most ECFs did not have all equipment and supplies necessary for basic trauma care, 90% had the basic equipment for management of airway, oxygen, and IV fluids, 70% had morphine, and 45% had C-spine collars. Conclusions: Vital time is lost in reaching a government-designated TC. ECFs might be an alternative option, but are not fully equipped and funded to provide adequate trauma care to all.

PurposeThis study aims to explore the propensity of university students to use different sustainable transport modes, taking into account individual and specific trip characteristics, as well as students' psychological traits (i.e. attitudes).Design/methodology/approachUsing the transport mode preferences of 827 students who responded to a travel survey, a two-step analysis is conducted. The first step examines the effects of individual characteristics, travel experience and origin or destination features on students' stated preferences (i.e. self-selected values assigned to personal attitudes). The second step analyses students' travel mode choices, given their intrinsic mobility attitudes.FindingsThe results suggest that informing students about environmental issues increases their propensity to use sustainable mobility, leading to an average decrease in private transport usage of 5.8 per cent. Interestingly, improving the public transport service and promoting sustainable transport mobility have different impacts on individual campus areas. For campuses located in the city centre and in the historical hamlet, improvements in public transport are found to decrease solo driving by 3.3 per cent and 5.3 per cent, respectively. In suburban areas, this value increases to 9.5 per cent.Originality/valueThis work makes two contributions to the literature. First, it focuses on an unexplored setting, namely, that of a multi-campus university, with districts located in three different areas. This is used to explain how students are influenced by their travel experience and the cultural framework in which they are embedded. Second, the two-step analysis leads to a deeper understanding of the differences between attitudes and "intrinsic attitudes", and their relative influence on the preferred alternative.

The value of travel time savings (VOTTS) is one of the most important variables for calculating the benefits of transportation projects. However, the way it is currently calculated (usually via discrete choice models) is complex, tedious and subject to a reasonable level of uncertainty. Furthermore, the method is not easily understood by government officials who use the VOTTS for appraisal and the citizens are not fully aware how such values are calculated. This lack of understanding and transparency in methodology may lead to misuse of the VOTTS during transport project appraisals which in turn can result in unfair transport decisions for citizens, government and the environment. To solve these problems, a fuzzy logic rule-based approach is proposed. With this approach, the rules can be made based on economic and behavioral theories by experts, government officials and citizens (via surveys). This approach makes it understandable to everyone how values are calculated. To test the applicability of the approach, a simple numerical example is presented by estimating the VOTTS of various countries using their gross domestic product-purchasing power parity (GDP-PPP) and the traffic congestion level. Results are then compared to values obtained from a recent metanalysis on VOTTS in Europe and some official VOTTS.

This work analyzes the effects of home-based teleworking on the number of trips and weekly miles travelled by mode and purpose for one-worker households in Great Britain using data from the National Travel Survey for the period between 2005 and 2012. Two path analysis models are developed, one considering weekly trips and travel distances by mode and the other weekly trips and travel distances by purpose. Both models consider teleworking frequency in the context of home and workplace land-use characteristics, commuting distance, car ownership levels and weekly trips and travel distances. This framework allows us to explicitly model endogenous relations in the chains of decisions relating these variables. The results suggest that home-based teleworking is a strategy used by people to cope with long and costly commutes. Workers living in less transit accessible areas and with longer commutes tend to work from home more frequently. The main conclusions relating to teleworking frequency point to the fact that it increases weekly miles travelled, particularly by car, while it does not reduce commuting distances travelled. These results suggest that home-based teleworking is not an effective travel demand management strategy, particularly because it seems to increase car use. The overall main result is that teleworkers travel more by more polluting transport modes.

Empire in the Air is at once a history of aviation, and an examination of how air travel changed lives along the transatlantic corridor of the African diaspora. Focusing on Britain and its Caribbean colonies, Chandra Bhimull reveals how the black West Indies shaped the development of British Airways. Bhimull offers a unique analysis of early airline travel, illuminating the links among empire, aviation and diaspora, and in do so provides insights into how racially oppressed people experienced air travel. The emergence of artificial flight revolutionized the movement of people and power, and Bhimull makes the connection between airplanes and the other vessels that have helped make and maintain the African diaspora: the slave ships of the Middle Passage, the tracks of the Underground Railroad, and Marcus Garvey's black-owned ocean liner. As a new technology, airline travel retained the racialist ideas and practices that were embedded in British imperialism, and these ideas shaped every aspect of how commercial aviation developed, from how airline routes were set, to who could travel easily and who could not. The author concludes with a look at airline travel today, suggesting that racism is still enmeshed in the banalities of contemporary flight.

Introduction: Transport and mobility situations of African cities -- Part 1: Urban form, accessibility and travel demand -- Urban form, accessibility and travel demand in African cities: An introduction -- Urban form and access to public transport in Accra, Ghana -- Disparities in public transport coverage and bus service quality in Algiers -- An Analysis of transportation demand Patterns in Ghana -- Part 2: Transport poverty, equity and inclusion -- Transport poverty and social divisions in African cities: An introduction -- Mobility regimes and equity in urban transport: Examining women's mobility experiences in Accra -- Community severance in urban Africa -- Transport poverty, distance covered to access to basic infrastructures and modal choice in urban areas in Cameroon -- Conceptualizing an urban transport framework for enhanced residential quality of life in Sub-Saharan Africa: Case study of Ghana and Namibia -- Part 3: Public transport policy and governance -- Public transport policy and governance in African cities: An introduction -- Bus rapid transit implementation in African cities: The case for a more incremental reform approach -- Pricing transport services in urban Ghana – The politics and socio-spatial conflicts between transport operators and the state -- Safe, inclusive public transport in Africa - Challenges and opportunities identified in Ghana and Namibia -- Part 4: Non-motorized transport and traffic safety -- Non-motorized transport and traffic safety in African cities: An introduction -- Planning for walkability in Johannesburg -- Exploring barriers and prospects of bicycle transportation: A case study of a Ghanaian University campus -- The provision of NMT in the City of Lusaka: An analysis of policy and practice -- The future of non-motorized transport in Urban Africa -- Part 5: ICT, platforms and new technologies -- ICTs, digital platform mobility services, and transport de-carbonization in African cities: An introduction -- Opportunities and challenges for addressing personal safety concerns on public transport through ICTs in South African cities -- Smart mobility in urban Africa: Geography of diffusion, user characteristics and emerging impacts of digital platform/app-based mobility services -- e-Quantum leap: Planning for electric minibus taxis in sub-Saharan Africa's paratransit system -- Conclusion: What futures for transport and mobility in African cities?

The major urban centers are all facing rapid growth is most often associated with spreading urbanization, social status of the car has also changed: it has become a commodity of mass consumption. There are currently about 5 million and 260 cars in Algeria (2008), this number increases every year 200,000 new cars. These phenomena induce a demand for greater mobility and a significant need for transport infrastructure. Faced with these problems and development of the growing use of the automobile, central governments and local authorities in charge of urban transport issues are aware of the need to develop their urban transport systems but often lack opportunities. Urban Transport Plans (PDU) were born in reaction to the "culture of automobile." Their existence in the world the '80s, however, they had little success before laws on air and rational use of energy in 90 years does not alter substantially their content and make mandatory their implementation in cities of over 100,000 inhabitants (Abroad) [1]. The objective of this work is to use the tool and specifically Geomatics techniques as decision support in the organization and management of travel while taking into consideration the influence, which will then translate by National Urban Transport Plan.

This paper argues that although it is now possible to travel more quickly and easily than ever before, transport-related social exclusion is more likely than it was in the past. Using evidence drawn from life writing and oral testimonies I examine the ways in which people accessed everyday transport over the past two centuries. In the early nineteenth century mobility options were limited and most people travelled in similar ways, though the rich always had access to the fastest and most comfortable transportation. From the mid-nineteenth century the railways provided fast travel for most people. Progressively, in the twentieth century British society became car dependent so that those without access to a car were disadvantaged. Such transport-related social exclusion was exacerbated by the denuding of public
transport, and by heightened expectations for mobility which often could not be achieved. It is argued that a return to a less differentiated mobility system could increase transport-related social inclusion. (author's abstract)

Transport plays an important role in helping people to access activities and participate in life. The availability of transport networks, the modes available, new infrastructure proposals, and the type of urban development can all impact on and change activity participation, and hence contribute to social equity in the city. This article uses surveys in low and high income neighbourhoods in Manila, the Philippines, to assess the social equity implications of differential access to transport. The analysis demonstrates how the theoretical framework of the Capability Approach (Nussbaum, 2003; Sen, 1985, 1999, 2009) can be used to assess what individuals might be able to access (capabilities) versus their actual travel (functionings). The spatial patterns of travel and access to activities are assessed, demonstrating significant differences by gender, age, income and neighbourhood, in terms of travel mode and cost of travel; health, physical and mental integrity; senses, imagination and thoughts; reasoning and planning; social interaction; natural environment; sustainable modes; and information. This approach to assessing the transport dimensions of social equity offers much potential, based not only on access to resources or consumption of mobility, but also in the opportunities that people have in relation to their activity participation. The case study context is also informative, with Manila providing an example of an Asian city with high levels of private car usage, high levels of congestion, and large spatial and income differentials in travel and associated social equity.

This thesis studies the issue of mobility in an urbanizing world. It is based on the case study of the Dakar metropolitan area to show the vulnerability of transport systems in African cities subject to a context marked by rapid and poorly controlled urbanization. The Dakar region is the most urbanized in Senegal. And, notwithstanding that it was equipped with spatial planning tools very early on, the failures of its urban planning tools led to malfunctions of the transport system. And, the public urban transport policies implemented have remained ineffective in the face of steadily growing demand for travel. The plurality of actors intervening in the sector and the weakness of the budgetary resources to be allocated to the sector are major constraints which make the governance of urban transport difficult. However, beyond these important issues, this thesis aims to shed more light on the mobility practices resulting from the socio-demographic characteristics of users. ; Cette thèse étudie la question des mobilités dans un monde qui s'urbanise. Elle s'appuie sur l'étude du cas de la métropole dakaroise pour montrer la vulnérabilité des systèmes de transport dans les villes africaines soumises à un contexte marqué par une urbanisation rapide et mal maîtrisée. La région de Dakar est la plus urbanisée du Sénégal. Et, nonobstant qu'elle ait été très tôt dotée d'outils de planification spatiale, les défaillances de ses outils d'urbanisme ont conduit à des dysfonctionnements du système de transport. Et, les politiques publiques de transport urbain mises en œuvre sont restées inefficaces face à une demande en déplacements en croissance constante. La pluralité des acteurs intervenant dans le secteur et la faiblesse des ressources budgétaires à allouer au secteur sont des contraintes majeures qui rendent difficile la gouvernance des transports urbains. Cependant, par-delà ces enjeux importants, cette thèse vise à mieux éclairer sur les pratiques de mobilité qui découlent des caractéristiques socio-démographiques des ...

This thesis studies the issue of mobility in an urbanizing world. It is based on the case study of the Dakar metropolitan area to show the vulnerability of transport systems in African cities subject to a context marked by rapid and poorly controlled urbanization. The Dakar region is the most urbanized in Senegal. And, notwithstanding that it was equipped with spatial planning tools very early on, the failures of its urban planning tools led to malfunctions of the transport system. And, the public urban transport policies implemented have remained ineffective in the face of steadily growing demand for travel. The plurality of actors intervening in the sector and the weakness of the budgetary resources to be allocated to the sector are major constraints which make the governance of urban transport difficult. However, beyond these important issues, this thesis aims to shed more light on the mobility practices resulting from the socio-demographic characteristics of users. ; Cette thèse étudie la question des mobilités dans un monde qui s'urbanise. Elle s'appuie sur l'étude du cas de la métropole dakaroise pour montrer la vulnérabilité des systèmes de transport dans les villes africaines soumises à un contexte marqué par une urbanisation rapide et mal maîtrisée. La région de Dakar est la plus urbanisée du Sénégal. Et, nonobstant qu'elle ait été très tôt dotée d'outils de planification spatiale, les défaillances de ses outils d'urbanisme ont conduit à des dysfonctionnements du système de transport. Et, les politiques publiques de transport urbain mises en œuvre sont restées inefficaces face à une demande en déplacements en croissance constante. La pluralité des acteurs intervenant dans le secteur et la faiblesse des ressources budgétaires à allouer au secteur sont des contraintes majeures qui rendent difficile la gouvernance des transports urbains. Cependant, par-delà ces enjeux importants, cette thèse vise à mieux éclairer sur les pratiques de mobilité qui découlent des caractéristiques socio-démographiques des usagers.