Our research examined the acceptability and effectiveness of a Walk to Work programme in urban workplaces. We conducted a feasibility study and a full-scale randomised controlled trial focusing on the context, implementation and response to an intervention to promote walking during the commute. The 10-week intervention involved training workplace-based Walk to Work promoters to encourage colleagues to increase walking during the journey to and from work. Interviews were conducted with a sample of employers, Walk to Work promoters and employees. During the feasibility study a range of employer perspectives were identified, from active support through uncertainty and cynicism, to resistance. In the main trial, 654 employees from 87 workplaces in south-west England and south Wales provided information about their commute through wearing accelerometers and Global Positioning System (GPS) receivers and completing travel diaries and questionnaires. In comparison to car users, walkers accrued substantially higher levels of daily Moderate to Vigorous Physical Activity (MVPA) during the commute (34.3±18.6 vs. 7.4±7.6 minutes, p<0.001) and throughout the day (71.4±21.3 vs. 45.7±20.9 minutes, p<0.001). There was strong evidence that walking to work was associated with a commute distance of less than two kilometres (p<0.001) and the absence of free work car parking (p<0.01). We conclude that walking to work could be an important contributor to urban transport and physical activity levels for working adults. However, attempts to increase walking as urban transport need to take account of individual and workplace circumstances, and wider transport policies. This includes commuting distances, availability of car parking and perceptions of commuting routes. Supporting walking during the daily commute should be a priority for transport, urban planning and public health disciplines.
{"title":"CAN WE PROMOTE WALKING AS URBAN TRANSPORT?","authors":"S. Audrey, H. Fisher","doi":"10.2495/ut180301","DOIUrl":"https://doi.org/10.2495/ut180301","url":null,"abstract":"Our research examined the acceptability and effectiveness of a Walk to Work programme in urban workplaces. We conducted a feasibility study and a full-scale randomised controlled trial focusing on the context, implementation and response to an intervention to promote walking during the commute. The 10-week intervention involved training workplace-based Walk to Work promoters to encourage colleagues to increase walking during the journey to and from work. Interviews were conducted with a sample of employers, Walk to Work promoters and employees. During the feasibility study a range of employer perspectives were identified, from active support through uncertainty and cynicism, to resistance. In the main trial, 654 employees from 87 workplaces in south-west England and south Wales provided information about their commute through wearing accelerometers and Global Positioning System (GPS) receivers and completing travel diaries and questionnaires. In comparison to car users, walkers accrued substantially higher levels of daily Moderate to Vigorous Physical Activity (MVPA) during the commute (34.3±18.6 vs. 7.4±7.6 minutes, p<0.001) and throughout the day (71.4±21.3 vs. 45.7±20.9 minutes, p<0.001). There was strong evidence that walking to work was associated with a commute distance of less than two kilometres (p<0.001) and the absence of free work car parking (p<0.01). We conclude that walking to work could be an important contributor to urban transport and physical activity levels for working adults. However, attempts to increase walking as urban transport need to take account of individual and workplace circumstances, and wider transport policies. This includes commuting distances, availability of car parking and perceptions of commuting routes. Supporting walking during the daily commute should be a priority for transport, urban planning and public health disciplines.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"144 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131823030","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"DESIGN OF MODELING AND SIMULATION FOR TRAIN TRACTION AND BRAKING BASED ON MATLAB AND LABVIEW","authors":"Lei Chi, Wu Mengling","doi":"10.2495/UT180291","DOIUrl":"https://doi.org/10.2495/UT180291","url":null,"abstract":"","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130743585","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
High-speed rail (HSR) services started in Spain in 1992. Today in Spain, there are 2,514 km of HSR with International Union of Railways (UIC) width. Between 1992 and today, 26 years later, several economic cycles have taken place in Spain: the economic crisis of 1991–1996, the economic expansion of 1997–2007 and the economic crisis of 2008–2018. Therefore, it is possible to analyse the behaviour of different cities with HSR services including periods of economic expansion and crisis. Different authors have studied urban development dependent on HSR services in different countries. This question is not simple. According to classical theory, new transport infrastructure brings comparative advantages to cities with new services, but, although necessary, transport infrastructure is not sufficient to bring about economic development. Previous research has analysed the relationship between HSR services and population growth for those cities with HSR services, as opposed to all cities without HSR services and, particularly, the case of inland small cities with/without HSR services. On the other hand, in Spain, there are four large groups of cities: cities in metropolitan areas, coastal smallto medium-sized cities, inland smallto medium-sized cities and very small cities. This article shows the research into the relationship between HSR services and population growth in metropolitan areas and coastal small–medium cities from 1992 to today. This research complements the findings of previous research. The results show that, in general but not always, new HSR services are associated with greater population growth as an index of economic growth. Therefore, the results contrast with the hypothesis that infrastructure is necessary but not enough to bring about economic growth, and this economic growth also depends on other factors such as city size, distance to core city and the city’s own economic
{"title":"HIGH-SPEED RAIL SERVICES IN SPAIN AND THEIR RELATIONSHIP TO POPULATION GROWTH","authors":"J. M. Garcia","doi":"10.2495/UT180011","DOIUrl":"https://doi.org/10.2495/UT180011","url":null,"abstract":"High-speed rail (HSR) services started in Spain in 1992. Today in Spain, there are 2,514 km of HSR with International Union of Railways (UIC) width. Between 1992 and today, 26 years later, several economic cycles have taken place in Spain: the economic crisis of 1991–1996, the economic expansion of 1997–2007 and the economic crisis of 2008–2018. Therefore, it is possible to analyse the behaviour of different cities with HSR services including periods of economic expansion and crisis. Different authors have studied urban development dependent on HSR services in different countries. This question is not simple. According to classical theory, new transport infrastructure brings comparative advantages to cities with new services, but, although necessary, transport infrastructure is not sufficient to bring about economic development. Previous research has analysed the relationship between HSR services and population growth for those cities with HSR services, as opposed to all cities without HSR services and, particularly, the case of inland small cities with/without HSR services. On the other hand, in Spain, there are four large groups of cities: cities in metropolitan areas, coastal smallto medium-sized cities, inland smallto medium-sized cities and very small cities. This article shows the research into the relationship between HSR services and population growth in metropolitan areas and coastal small–medium cities from 1992 to today. This research complements the findings of previous research. The results show that, in general but not always, new HSR services are associated with greater population growth as an index of economic growth. Therefore, the results contrast with the hypothesis that infrastructure is necessary but not enough to bring about economic growth, and this economic growth also depends on other factors such as city size, distance to core city and the city’s own economic","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"65 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114672675","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
AFC-systems with In/Out technology allow the passenger to use public transport and be billed based on their service consumption afterwards. Up to now these systems have utilized smartcards and a regulated access to the pt-network including a Check-In and Check-Out process. For open access transport systems, new smartphone-based AFC-systems are developed offering the comfort of automatic price calculation (pay-as-you-go) while maintaining a gate-free access to the pt-service. We present the differing system characteristics regarding user processes at trip start and end and the data recorded. Furthermore we illustrate that high accuracy of the resulting trip information is important for the revenue and how the accuracy can be measured and proved in the field.
{"title":"SMARTPHONE BASED IN/OUT TICKETING SYSTEMS: A NEW GENERATION OF TICKETING IN PUBLIC TRANSPORT AND ITS PERFORMANCE TESTING","authors":"M. Wirtz, Jan Klähr","doi":"10.2495/UT180321","DOIUrl":"https://doi.org/10.2495/UT180321","url":null,"abstract":"AFC-systems with In/Out technology allow the passenger to use public transport and be billed based on their service consumption afterwards. Up to now these systems have utilized smartcards and a regulated access to the pt-network including a Check-In and Check-Out process. For open access transport systems, new smartphone-based AFC-systems are developed offering the comfort of automatic price calculation (pay-as-you-go) while maintaining a gate-free access to the pt-service. We present the differing system characteristics regarding user processes at trip start and end and the data recorded. Furthermore we illustrate that high accuracy of the resulting trip information is important for the revenue and how the accuracy can be measured and proved in the field.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127861561","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Africa is urbanizing at a rapid rate. The rapid rise in population coupled with constrained real economic growth has created unintended consequences impacting on the economy, social fabric and the environment. Ironically, as the urban population grows, the provision of services has declined. For instance, the formal public transport that was dominant in many African cities has disappeared. The twin factors of increasing population and the dearth of conventional public transport have stimulated the growth of informal public transport, which has become the major form of public transport in many countries. Harare, the capital city of Zimbabwe, exhibits these characteristics which are common in most cities. Public transport is the preserve of the informal sector. The informal public transport sector continues to grow and the city’s main urban public space is increasingly more congested; impeding rather than facilitating the urban population’s ability to access the required social and economic services. A clear mismatch between the demand for traffic space and its availability is evident. The need to provide a sustainable urban transport system cannot be overemphasised. Sustainability creates and maintains conditions under which society can cope and viably support livelihood requirements. The key stakeholders in Zimbabwe have agreed on the need to craft a sustainable urban transport system in Harare. Notwithstanding this agreement, there is no indication of addressing the challenges and the transport system is deteriorating. The paper assesses the impediments to the realisation of a sustainable urban transport system which is vital for economic growth.
{"title":"AN ANALYSIS OF IMPEDIMENTS TO DELIVER SUSTAINABLE TRANSPORT IN CITIES OF DEVELOPING COUNTRIES: THE CASE OF HARARE, ZIMBABWE","authors":"T. Mbara, N. Pisa","doi":"10.2495/ut180231","DOIUrl":"https://doi.org/10.2495/ut180231","url":null,"abstract":"Africa is urbanizing at a rapid rate. The rapid rise in population coupled with constrained real economic growth has created unintended consequences impacting on the economy, social fabric and the environment. Ironically, as the urban population grows, the provision of services has declined. For instance, the formal public transport that was dominant in many African cities has disappeared. The twin factors of increasing population and the dearth of conventional public transport have stimulated the growth of informal public transport, which has become the major form of public transport in many countries. Harare, the capital city of Zimbabwe, exhibits these characteristics which are common in most cities. Public transport is the preserve of the informal sector. The informal public transport sector continues to grow and the city’s main urban public space is increasingly more congested; impeding rather than facilitating the urban population’s ability to access the required social and economic services. A clear mismatch between the demand for traffic space and its availability is evident. The need to provide a sustainable urban transport system cannot be overemphasised. Sustainability creates and maintains conditions under which society can cope and viably support livelihood requirements. The key stakeholders in Zimbabwe have agreed on the need to craft a sustainable urban transport system in Harare. Notwithstanding this agreement, there is no indication of addressing the challenges and the transport system is deteriorating. The paper assesses the impediments to the realisation of a sustainable urban transport system which is vital for economic growth.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129236925","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The objective of the research project ReKoMo (“Regional Cooperationand Mobility-Platform”), funded by the German Federal Ministry of Transport and Digital Infrastructure, is the development and prototypical implementation of a provider-neutral regional platform for inter-modal transport. Organizational structures and models of cooperation are being developed to achieve a close link between complementary mobility services like car and bike sharing with public transport. The technical basis for this targeted integration of mobility services is a multi-client enabled platform which especially allows smaller local and regional mobility providers to participate and offer their services to an enlarged range of customers. The connectivity of different regional mobility platforms in perspective allows a transregional scope of the ReKoMo-approach, enabling the customer of a platform to use mobility services of other connected platforms as well (roaming). The article describes how the RheinMain-Verkehrsverbund (RMV), the regional transportation authority for the Frankfurt/Rhine-MainArea, defines its future role as an integrator of inter-modal transport, thereby strengthening its core business public transport. Organizing and operating a platform that provides its customers comprehensive information, booking and payment of inter-modal travel chains is a vital component of this strategy. Intended to become a productive system, the development of a prototype within the research project serves to gain experience with aspects like customer requirements, system architecture, design of the graphical user interface, cooperation with service providers or legal and data protection obligations. The prototype consists of a mobile app and the corresponding background system. The app enables a customer to register for all the integrated mobility services online and at once (single signon), allows him to buy tickets or book services for the entire inter-modal travel chain and provides him with a collective invoice for all the provided services he used in a defined billing period. With the research project ending in September 2018, a field test with selected test customers will take place in the Rhine-Main-Area this summer to evaluate the prototype and to derive conclusions for the future
{"title":"REKOMO: REGIONAL COOPERATION- AND MOBILITY-PLATFORM","authors":"A. Koehler","doi":"10.2495/UT180341","DOIUrl":"https://doi.org/10.2495/UT180341","url":null,"abstract":"The objective of the research project ReKoMo (“Regional Cooperationand Mobility-Platform”), funded by the German Federal Ministry of Transport and Digital Infrastructure, is the development and prototypical implementation of a provider-neutral regional platform for inter-modal transport. Organizational structures and models of cooperation are being developed to achieve a close link between complementary mobility services like car and bike sharing with public transport. The technical basis for this targeted integration of mobility services is a multi-client enabled platform which especially allows smaller local and regional mobility providers to participate and offer their services to an enlarged range of customers. The connectivity of different regional mobility platforms in perspective allows a transregional scope of the ReKoMo-approach, enabling the customer of a platform to use mobility services of other connected platforms as well (roaming). The article describes how the RheinMain-Verkehrsverbund (RMV), the regional transportation authority for the Frankfurt/Rhine-MainArea, defines its future role as an integrator of inter-modal transport, thereby strengthening its core business public transport. Organizing and operating a platform that provides its customers comprehensive information, booking and payment of inter-modal travel chains is a vital component of this strategy. Intended to become a productive system, the development of a prototype within the research project serves to gain experience with aspects like customer requirements, system architecture, design of the graphical user interface, cooperation with service providers or legal and data protection obligations. The prototype consists of a mobile app and the corresponding background system. The app enables a customer to register for all the integrated mobility services online and at once (single signon), allows him to buy tickets or book services for the entire inter-modal travel chain and provides him with a collective invoice for all the provided services he used in a defined billing period. With the research project ending in September 2018, a field test with selected test customers will take place in the Rhine-Main-Area this summer to evaluate the prototype and to derive conclusions for the future","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"199 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126665317","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Barabino, C. Conversano, Nicola Aldo Cabras, M. Fantola
Recent interests in transit services have captured attention of experts on the monitoring of public transport quality. Previous research has focused on the development of relevant models and methods for monitoring transit service quality and identified where and when different levels of service quality occur. However, little attention has been given to objectively determining a pool of key quality indicators (KQIs) for monitoring purposes. In this paper, we address this gap by proposing a robust methodology that identifies a lengthy list of potential KQIs and defines their properties, then enlists the judgement of both researchers and practitioners regarding each KQI, evaluates the initial list, and recommends the most promising KQI set. We demonstrate the effectiveness of this methodology using an international survey and Monte Carlo simulation methods. The outcomes will prove useful in helping practitioners to monitor transit service quality according to a set of recognised KQIs.
{"title":"SELECTING KEY QUALITY INDICATORS IN PUBLIC TRANSPORT SYSTEMS USING A ROBUST METHOD","authors":"B. Barabino, C. Conversano, Nicola Aldo Cabras, M. Fantola","doi":"10.2495/ut180071","DOIUrl":"https://doi.org/10.2495/ut180071","url":null,"abstract":"Recent interests in transit services have captured attention of experts on the monitoring of public transport quality. Previous research has focused on the development of relevant models and methods for monitoring transit service quality and identified where and when different levels of service quality occur. However, little attention has been given to objectively determining a pool of key quality indicators (KQIs) for monitoring purposes. In this paper, we address this gap by proposing a robust methodology that identifies a lengthy list of potential KQIs and defines their properties, then enlists the judgement of both researchers and practitioners regarding each KQI, evaluates the initial list, and recommends the most promising KQI set. We demonstrate the effectiveness of this methodology using an international survey and Monte Carlo simulation methods. The outcomes will prove useful in helping practitioners to monitor transit service quality according to a set of recognised KQIs.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"86 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121741502","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Alessandro Avenali, G. Catalano, T. D'alfonso, G. Matteucci
In this paper, we measure the standard cost of light metro (LM) and heavy metro (HM) Italian services based on the cost model provided by Avenali et al., (2018). The cost model takes into account technological characteristics that may drive cost differentials, such as the degree of automatism of the rolling stock, wheels technology and hourly peak capacity. Specifically, we focus on three case studies: (i) not automatic railway steel technology with heavy capacity; (ii) not automatic railway steel technology with light capacity; (iii) automatic rubber-tyred technology with light capacity. Data have been gathered by means of questionnaires sent to companies producing 100% of train revenue kilometers (TRK) in Italy in 2012. We perform a simulation study in order to highlight the marginal impact of efficiency gains obtained by manipulating cost-driving variables both under the control of the operators (trains and drivers productivity) and of the Local Authority who assigns the service (number of TRK assigned within the service contract and the number of opening hours per station). These examples show how the Local Authority should allocate extra-resources if it wants to increase the quality-quantity mix of metro services.
{"title":"STANDARD COST OF ITALIAN METRO SERVICES: THE INFLUENCE OF AUTOMATISM, WHEELS TECHNOLOGY AND CAPACITY","authors":"Alessandro Avenali, G. Catalano, T. D'alfonso, G. Matteucci","doi":"10.2495/ut180051","DOIUrl":"https://doi.org/10.2495/ut180051","url":null,"abstract":"In this paper, we measure the standard cost of light metro (LM) and heavy metro (HM) Italian services based on the cost model provided by Avenali et al., (2018). The cost model takes into account technological characteristics that may drive cost differentials, such as the degree of automatism of the rolling stock, wheels technology and hourly peak capacity. Specifically, we focus on three case studies: (i) not automatic railway steel technology with heavy capacity; (ii) not automatic railway steel technology with light capacity; (iii) automatic rubber-tyred technology with light capacity. Data have been gathered by means of questionnaires sent to companies producing 100% of train revenue kilometers (TRK) in Italy in 2012. We perform a simulation study in order to highlight the marginal impact of efficiency gains obtained by manipulating cost-driving variables both under the control of the operators (trains and drivers productivity) and of the Local Authority who assigns the service (number of TRK assigned within the service contract and the number of opening hours per station). These examples show how the Local Authority should allocate extra-resources if it wants to increase the quality-quantity mix of metro services.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129481885","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The main objective of this study is to investigate how SMEs manage freight transport risk. This study builds on the argument from the contingent resources-based view that, for sustainable competitive advantage, SMEs need to develop capabilities to manage road freight transport risk. These capabilities, consistent with the contingent resource-based view, are approaches in managing road freight transport risk which needs to be lots of unique skills, knowledge and other resources that are commensurate to both the size and the supply chain environment of the SME. To achieve the objective of this study, it is deemed necessary to carry out this research through the lens of SMEs. In doing so, this study adopts a qualitative approach to gain a deeper understanding of SMEs’ approach to managing road freight transport risk. Data were collected through interviews from four case companies that were selected using a convenient and purposive sampling strategy. Findings indicated that the sampled SMEs have developed capabilities for managing road transport-related risk. While some of the risk management strategies such as internal control, driver’s orientation and partnering with police are common among sampled SMEs, collaboration with partners, specifically with those along transport route, is unique to only one of the SMEs. This study contributes to both the literature and practice of supply chain risk management as it relates to road transportation risk management by being among the few studies that have investigated freight transport risk from an SME perspective.
{"title":"SME APPROACH TO ROAD TRANSPORTATION RISK MANAGEMENT: EVIDENCE FROM NIGERIA","authors":"I. Ali, A. Hird, Muhammad Tanko, R. Whitfield","doi":"10.2495/ut180041","DOIUrl":"https://doi.org/10.2495/ut180041","url":null,"abstract":"The main objective of this study is to investigate how SMEs manage freight transport risk. This study builds on the argument from the contingent resources-based view that, for sustainable competitive advantage, SMEs need to develop capabilities to manage road freight transport risk. These capabilities, consistent with the contingent resource-based view, are approaches in managing road freight transport risk which needs to be lots of unique skills, knowledge and other resources that are commensurate to both the size and the supply chain environment of the SME. To achieve the objective of this study, it is deemed necessary to carry out this research through the lens of SMEs. In doing so, this study adopts a qualitative approach to gain a deeper understanding of SMEs’ approach to managing road freight transport risk. Data were collected through interviews from four case companies that were selected using a convenient and purposive sampling strategy. Findings indicated that the sampled SMEs have developed capabilities for managing road transport-related risk. While some of the risk management strategies such as internal control, driver’s orientation and partnering with police are common among sampled SMEs, collaboration with partners, specifically with those along transport route, is unique to only one of the SMEs. This study contributes to both the literature and practice of supply chain risk management as it relates to road transportation risk management by being among the few studies that have investigated freight transport risk from an SME perspective.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130515330","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper analyses the spatial plan/landuse plan of Bangalore for its effectiveness in bringing about social inclusion. The concept of social inclusion has been broadly based on the framework of Amartya Sen’s theory of entitlement. Hence the paper adapts the definition of social inclusion as a function of access to social activities like employment, education, healthcare and leisure. Accessibility as a function of access to jobs is chosen as the indicator for evaluating social inclusion. The spatial plan of Bangalore, the Revised Master Plan 2015 (prepared in 2007) has been discussed here. The metropolitan regions plan has been evaluated at the composite level to arrive at appropriate landuse planning policy responses for social inclusion.
{"title":"LANDUSE PLANNING FOR SOCIAL INCLUSION: AN ANALYSIS OF BANGALORE, INDIA","authors":"G. Ghosh","doi":"10.2495/ut180141","DOIUrl":"https://doi.org/10.2495/ut180141","url":null,"abstract":"This paper analyses the spatial plan/landuse plan of Bangalore for its effectiveness in bringing about social inclusion. The concept of social inclusion has been broadly based on the framework of Amartya Sen’s theory of entitlement. Hence the paper adapts the definition of social inclusion as a function of access to social activities like employment, education, healthcare and leisure. Accessibility as a function of access to jobs is chosen as the indicator for evaluating social inclusion. The spatial plan of Bangalore, the Revised Master Plan 2015 (prepared in 2007) has been discussed here. The metropolitan regions plan has been evaluated at the composite level to arrive at appropriate landuse planning policy responses for social inclusion.","PeriodicalId":315494,"journal":{"name":"Urban Transport XXIV","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128222585","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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