Pub Date : 2025-04-22DOI: 10.1016/j.cstp.2025.101460
Donizete Beck , Marco Teixeira , Marcos Ferasso
This study explores citizen satisfaction with Lisbon’s public transportation system by analyzing 3,230 user comments from Google Maps on 50 Subway and Train Stations (STSs). This study identifies key strengths and areas for improvement in public transportation services by utilizing Sentiment Analysis (SA) and the SERVQUAL model as a framework for analysis through a mixed-method approach. Our findings highlight the predominance of tangibles, such as cleanliness and modern facilities, in shaping user experiences. Reliability and empathy also emerged as significant factors influencing satisfaction. The innovative integration of SA with SERVQUAL dimensions as an analytical framework for analysis provides a comprehensive assessment of user feedback, offering practical contributions for urban managers to enhance service quality and theoretical implications for scholars. Despite limitations related to user-generated content and manual data collection, our study underscores the potential of SA in urban management and calls for further research with larger datasets and automated methods.
{"title":"From commute to contentment: Evaluating service quality in Lisbon’s rapid transit system through non-solicited user feedback","authors":"Donizete Beck , Marco Teixeira , Marcos Ferasso","doi":"10.1016/j.cstp.2025.101460","DOIUrl":"10.1016/j.cstp.2025.101460","url":null,"abstract":"<div><div>This study explores citizen satisfaction with Lisbon’s public transportation system by analyzing 3,230 user comments from Google Maps on 50 Subway and Train Stations (STSs). This study identifies key strengths and areas for improvement in public transportation services by utilizing Sentiment Analysis (SA) and the SERVQUAL model as a framework for analysis through a mixed-method approach. Our findings highlight the predominance of tangibles, such as cleanliness and modern facilities, in shaping user experiences. Reliability and empathy also emerged as significant factors influencing satisfaction. The innovative integration of SA with SERVQUAL dimensions as an analytical framework for analysis provides a comprehensive assessment of user feedback, offering practical contributions for urban managers to enhance service quality and theoretical implications for scholars. Despite limitations related to user-generated content and manual data collection, our study underscores the potential of SA in urban management and calls for further research with larger datasets and automated methods.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101460"},"PeriodicalIF":2.4,"publicationDate":"2025-04-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143863704","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}
Pub Date : 2025-04-19DOI: 10.1016/j.cstp.2025.101449
Koji Adachi , Jun Mizutani , Kazuhiko Hirata , Naruya Fujii
Urban rail demand had declined significantly since the COVID-19 pandemic, and the decrease of commuting demand has not recovered after COVID-19 in both Tokyo and Osaka, economically the largest and the second largest metropolitan areas in Japan, and two of the most rail-dependent areas for commuting in the world. We found that the decrease of urban rail demand for business commuting is strongly linked to the increase in WFH (work from home), and WFH would exist as a working style option after the COVID-19 pandemic ended. Our own questionnaire survey suggests that the longer the commuting distance is, the more the workers WFH. Some commuters using public transport shifted their commuting mode to private transport due to the pandemic, however, the longer the commuting distance is, the more difficult it is for workers to shift their commuting mode from rail to other modes. Additionally, workers were generally paid a commuting allowance by their employers in Japan. However, we found a correlation between the increase in WFH and changes in commuting allowance payment rules.
{"title":"Impacts of the COVID-19 pandemic on the demand for rail commuting in metropolitan areas in Japan","authors":"Koji Adachi , Jun Mizutani , Kazuhiko Hirata , Naruya Fujii","doi":"10.1016/j.cstp.2025.101449","DOIUrl":"10.1016/j.cstp.2025.101449","url":null,"abstract":"<div><div>Urban rail demand had declined significantly since the COVID-19 pandemic, and the decrease of commuting demand has not recovered after COVID-19 in both Tokyo and Osaka, economically the largest and the second largest metropolitan areas in Japan, and two of the most rail-dependent areas for commuting in the world. We found that the decrease of urban rail demand for business commuting is strongly linked to the increase in WFH (work from home), and WFH would exist as a working style option after the COVID-19 pandemic ended. Our own questionnaire survey suggests that the longer the commuting distance is, the more the workers WFH. Some commuters using public transport shifted their commuting mode to private transport due to the pandemic, however, the longer the commuting distance is, the more difficult it is for workers to shift their commuting mode from rail to other modes. Additionally, workers were generally paid a commuting allowance by their employers in Japan. However, we found a correlation between the increase in WFH and changes in commuting allowance payment rules.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101449"},"PeriodicalIF":2.4,"publicationDate":"2025-04-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143873814","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}
Pub Date : 2025-04-18DOI: 10.1016/j.cstp.2025.101455
Bhargav Adhvaryu , Rohini Chatterjee
Past studies demonstrating applications of public transport accessibility level (PTAL) mapping in urban planning in India were aimed at a city-wide scale (a few 100 sq km) with a grid size of 1 sq km. These cannot be used for smaller spatial plans, e.g., the local area plans (LAP), usually 1–3 sq km. LAPs are made to redevelop existing areas. To further enhance LAP’s potential, this study explores creating PTAL maps, using Ahmedabad as a case study, at the spatial scale of LAPs; therefore, they are called micro-PTAL maps having a grid size of 50 sq m. Four diverse one-square-kilometre study areas in Ahmedabad are used. Micro-PTAL maps allow for more surgical and, therefore, cost-effective decisions related to the design of streets and pedestrian transport infrastructure that strengthens the first/last mile public transport connectivity. We argue that without PTAL maps, the LAP as a physical planning tool cannot realise its full potential and may lead to unnecessary and inequitable public transport infrastructure. This study is also relevant in the broader context of Sustainable Development Goal 11 in addressing climate change at a city level by promoting actions towards a modal shift in favour of public transport.
{"title":"Micro-public transport accessibility mapping to enhance local area planning (LAP) in Ahmedabad","authors":"Bhargav Adhvaryu , Rohini Chatterjee","doi":"10.1016/j.cstp.2025.101455","DOIUrl":"10.1016/j.cstp.2025.101455","url":null,"abstract":"<div><div>Past studies demonstrating applications of public transport accessibility level (PTAL) mapping in urban planning in India were aimed at a city-wide scale (a few 100 sq km) with a grid size of 1 sq km. These cannot be used for smaller spatial plans, e.g., the local area plans (LAP), usually 1–3 sq km. LAPs are made to redevelop existing areas. To further enhance LAP’s potential, this study explores creating PTAL maps, using Ahmedabad as a case study, at the spatial scale of LAPs; therefore, they are called micro-PTAL maps having a grid size of 50 sq<!--> <!-->m. Four diverse one-square-kilometre study areas in Ahmedabad are used. Micro-PTAL maps allow for more surgical and, therefore, cost-effective decisions related to the design of streets and pedestrian transport infrastructure that strengthens the first/last mile public transport connectivity. We argue that without PTAL maps, the LAP as a physical planning tool cannot realise its full potential and may lead to unnecessary and inequitable public transport infrastructure. This study is also relevant in the broader context of Sustainable Development Goal 11 in addressing climate change at a city level by promoting actions towards a modal shift in favour of public transport.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101455"},"PeriodicalIF":2.4,"publicationDate":"2025-04-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143877448","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}
Pub Date : 2025-04-15DOI: 10.1016/j.cstp.2025.101445
Florian Heraud , Behrang Assemi , Douglas Baker , Krishna Behara , Zeke Ahern , Alexander Paz
Customer payment behavior for curbside parking in Brisbane’s central business district (CBD) was analyzed to identify patterns that could enhance management and operations. Data from three parking locations, collected over one week, included spatiotemporal attributes of parking, occupancy, fines, and customer behavior. Among 2,508 parking transactions, 647 (25.8%) were unpaid, while 1,861 (74.2%) were paid. The analysis employed descriptive statistics, exploratory analysis, and a random-parameters linear regression model. The findings revealed significant variation in the amount customers paid relative to their due parking fees. Specifically, parking duration, parking start hour, and proximity to clearway periods exhibited a negative correlation with the difference between the amount paid and the due parking fee, indicating that longer stays and parking closer to clearway times resulted in more accurate payments. In contrast, high turnover rates and weekend parking were positively associated with fee discrepancies, suggesting a higher frequency of payment inconsistencies. To address these issues, policy adjustments could include stricter monitoring or revised pricing structures during high-turnover periods and weekends to minimize discrepancies and enhance customer compliance. Scenario analysis indicated that extending parking hours and redistributing demand could reduce unpaid parking and improve congestion management in the CBD. Additionally, discrepancies were found to be slightly lower when using mobile payments compared to parking meters. A better understanding of the key variables identified in this study can support improvements in enforcement strategies and educational campaigns by highlighting factors associated with illegal parking behavior.
{"title":"Uncovering divergences in parking payment behavior","authors":"Florian Heraud , Behrang Assemi , Douglas Baker , Krishna Behara , Zeke Ahern , Alexander Paz","doi":"10.1016/j.cstp.2025.101445","DOIUrl":"10.1016/j.cstp.2025.101445","url":null,"abstract":"<div><div>Customer payment behavior for curbside parking in Brisbane’s central business district (CBD) was analyzed to identify patterns that could enhance management and operations. Data from three parking locations, collected over one week, included spatiotemporal attributes of parking, occupancy, fines, and customer behavior. Among 2,508 parking transactions, 647 (25.8%) were unpaid, while 1,861 (74.2%) were paid. The analysis employed descriptive statistics, exploratory analysis, and a random-parameters linear regression model. The findings revealed significant variation in the amount customers paid relative to their due parking fees. Specifically, parking duration, parking start hour, and proximity to clearway periods exhibited a negative correlation with the difference between the amount paid and the due parking fee, indicating that longer stays and parking closer to clearway times resulted in more accurate payments. In contrast, high turnover rates and weekend parking were positively associated with fee discrepancies, suggesting a higher frequency of payment inconsistencies. To address these issues, policy adjustments could include stricter monitoring or revised pricing structures during high-turnover periods and weekends to minimize discrepancies and enhance customer compliance. Scenario analysis indicated that extending parking hours and redistributing demand could reduce unpaid parking and improve congestion management in the CBD. Additionally, discrepancies were found to be slightly lower when using mobile payments compared to parking meters. A better understanding of the key variables identified in this study can support improvements in enforcement strategies and educational campaigns by highlighting factors associated with illegal parking behavior.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101445"},"PeriodicalIF":2.4,"publicationDate":"2025-04-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143839336","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}
Pub Date : 2025-04-15DOI: 10.1016/j.cstp.2025.101451
Kasmad Ariansyah , Caecilia Suprapti Dwi Takariani , Diana Sari , Ahmad Budi Setiawan , Syarif Budhirianto , Ardison , Ari Cahyo Nugroho , Dayat Hidayat , Alfin Hikmaturokhman
Transportation is essential for facilitating economic, social, and political interactions by supporting population mobility, and ensuring accessibility is central to both mobility equality and social justice. In this context, people with disabilities (PwD), the world’s largest minority group, face significant barriers in accessing transportation, making it crucial to understand their transportation mode preferences. This study examines the likelihood of PwD selecting conventional public transportation and ride-hailing services as their primary mode of travel. Using data from Badan Pusat Statistik (BPS) Indonesia, logistic regression analyses, rare event logistic regression analyses, and heterogeneity tests across demographic and geographical groups show that PwD are significantly less likely to use conventional public transportation compared to non-disabled individuals, whereas no significant difference is observed for ride-hailing services. The findings are consistent across gender, urban–rural, and Java-outside Java classifications, except for females, where no significant difference in public transport use was found. Additionally, the GIS-based thematic mapping of residuals reveals notable variations, particularly when comparing Java to areas outside Java. This indicates that regional disparities significantly influence service utilization patterns among individuals with disabilities. Finally, the study provides theoretical, practical, and policy implications, suggesting potential avenues for future research and contributing to a more inclusive understanding of transportation accessibility.
{"title":"Transportation accessibility for people with disabilities: Examining preferences for conventional public transport and ride-hailing services in Indonesia","authors":"Kasmad Ariansyah , Caecilia Suprapti Dwi Takariani , Diana Sari , Ahmad Budi Setiawan , Syarif Budhirianto , Ardison , Ari Cahyo Nugroho , Dayat Hidayat , Alfin Hikmaturokhman","doi":"10.1016/j.cstp.2025.101451","DOIUrl":"10.1016/j.cstp.2025.101451","url":null,"abstract":"<div><div>Transportation is essential for facilitating economic, social, and political interactions by supporting population mobility, and ensuring accessibility is central to both mobility equality and social justice. In this context, people with disabilities (PwD), the world’s largest minority group, face significant barriers in accessing transportation, making it crucial to understand their transportation mode preferences. This study examines the likelihood of PwD selecting conventional public transportation and ride-hailing services as their primary mode of travel. Using data from Badan Pusat Statistik (BPS) Indonesia, logistic regression analyses, rare event logistic regression analyses, and heterogeneity tests across demographic and geographical groups show that PwD are significantly less likely to use conventional public transportation compared to non-disabled individuals, whereas no significant difference is observed for ride-hailing services. The findings are consistent across gender, urban–rural, and Java-outside Java classifications, except for females, where no significant difference in public transport use was found. Additionally, the GIS-based thematic mapping of residuals reveals notable variations, particularly when comparing Java to areas outside Java. This indicates that regional disparities significantly influence service utilization patterns among individuals with disabilities. Finally, the study provides theoretical, practical, and policy implications, suggesting potential avenues for future research and contributing to a more inclusive understanding of transportation accessibility.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101451"},"PeriodicalIF":2.4,"publicationDate":"2025-04-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143839337","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}
Pub Date : 2025-04-14DOI: 10.1016/j.cstp.2025.101453
Adel Gohari , Kasypi Mokhtar , Muhammad Azizol Azmi , Noor Apandi Osnin , Suzanna Razali Chan , Olakunle Oloruntobi , Lai Fatt Chuah , Che Mohd Hafizuddeen Che Mahadi , Razi Hasan , Siti Marsila Mhd Ruslan , Teh Sabariah binti Abd Manan
The Malaysian Maritime Enforcement Agency’s (MMEA) perspective on the significance of safety measures for passenger ferry services in Tioman Island is the focus of this study. The MMEA is responsible for enforcing maritime legislation and organizing Search and Rescue (SAR) operations in the Malaysia Maritime Zone. The originality of this study lies in its application of a perceptive measurement-individual attribute technique to identify key safety measures and dimensions for passenger ferry services. The study examines six safety measures elements: safety and rescue equipment, ship structure, shipping documentation, navigation and communication equipment, safety instruction for passenger, and ability of ferry employees to respond to emergencies. Data collection was conducted using simple random sampling techniques, with responses from 130 MMEA personnel. Descriptive analysis was then performed to determine the perceived importance of 25 safety measure items. The findings indicate that firefighting facilities, with a mean score of 4.91, were considered the most important safety item, while medical equipment, with a mean score of 4.16, was ranked the least important. These results provide ferry operators with a deeper understanding of critical safety features, enabling them to prioritize safety, reduce incidents, and protect the marine environment. This study contributes to underrepresented research on passenger ferry safety and has the potential to improve safety management in other modes of transportation. The safety evaluation criteria and dimensions can serve as safety performance indicators, improving both safety assessment and safety management practices.
{"title":"Safety measures for passenger ferry services: A case study of Tioman Island, Malaysia","authors":"Adel Gohari , Kasypi Mokhtar , Muhammad Azizol Azmi , Noor Apandi Osnin , Suzanna Razali Chan , Olakunle Oloruntobi , Lai Fatt Chuah , Che Mohd Hafizuddeen Che Mahadi , Razi Hasan , Siti Marsila Mhd Ruslan , Teh Sabariah binti Abd Manan","doi":"10.1016/j.cstp.2025.101453","DOIUrl":"10.1016/j.cstp.2025.101453","url":null,"abstract":"<div><div>The Malaysian Maritime Enforcement Agency’s (MMEA) perspective on the significance of safety measures for passenger ferry services in Tioman Island is the focus of this<!--> <!-->study. The MMEA is responsible for enforcing maritime legislation and organizing Search and Rescue (SAR) operations in the Malaysia Maritime Zone. The originality of this study lies in its application of a perceptive measurement-individual attribute technique to identify key safety measures and dimensions for passenger ferry services. The study examines six safety measures elements: safety and rescue equipment, ship structure, shipping documentation, navigation and communication equipment, safety instruction for passenger, and ability of ferry employees to respond to emergencies. Data collection was conducted using simple random sampling techniques, with responses from 130 MMEA personnel. Descriptive analysis was then performed to determine the perceived importance of 25 safety measure items. The findings indicate that firefighting facilities, with a mean score of 4.91, were considered the most important safety item, while medical equipment, with a mean score of 4.16, was ranked the least important. These results provide ferry operators with a deeper understanding of critical safety features, enabling them to prioritize safety, reduce incidents, and protect the marine environment. This study contributes to underrepresented research on passenger ferry safety and has the potential to improve safety management in other modes of transportation. The safety evaluation criteria and dimensions can serve as safety performance indicators, improving both safety assessment and safety management practices.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101453"},"PeriodicalIF":2.4,"publicationDate":"2025-04-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143834386","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}
Pub Date : 2025-04-12DOI: 10.1016/j.cstp.2025.101450
Murilo Alves de Albuquerque Damasceno , Joyce Abreu Maia , Thomas Edson Espíndola Gonçalo , Miriam Karla Rocha , Joana Karolyni Cabral Peixoto , Eric Amaral Ferreira
The global incidence of fatalities resulting from road crashes, particularly in Brazil, is a matter of great concern. Public managers need to employ efficient measures to decrease these figures. A multicriteria model of geographic support for group decision-making is proposed in this context. The model considers the preferences of many decision-makers involved in traffic management in a medium-sized city in northeastern Brazil. A methodology was presented for simplifying the categorization of routes for each decision maker and the integration of individual outcomes into a collective outcome. Considering the viewpoint of each decision maker, it was suggested that the city’s roads be categorized based on the level of risk they present for the occurrence of traffic crashes using the PROMSORT multicriteria approach. The ultimate categorization was established by considering five distinct categories that indicate different degrees of route importance. The results were geographically represented using a Geographic Information System. Employing the framework may accurately identify the city’s most susceptible regions and allocate resources and risk reduction initiatives with greater efficiency. Therefore, it is possible to obtain valuable information that can assist municipal managers in creating more efficient strategies to improve road safety.
{"title":"A GIS-MCDA spatial classification model to support group decision-making in traffic crash risk management","authors":"Murilo Alves de Albuquerque Damasceno , Joyce Abreu Maia , Thomas Edson Espíndola Gonçalo , Miriam Karla Rocha , Joana Karolyni Cabral Peixoto , Eric Amaral Ferreira","doi":"10.1016/j.cstp.2025.101450","DOIUrl":"10.1016/j.cstp.2025.101450","url":null,"abstract":"<div><div>The global incidence of fatalities resulting from road crashes, particularly in Brazil, is a matter of great concern. Public managers need to employ efficient measures to decrease these figures. A multicriteria model of geographic support for group decision-making is proposed in this context. The model considers the preferences of many decision-makers involved in traffic management in a medium-sized city in northeastern Brazil. A methodology was presented for simplifying the categorization of routes for each decision maker and the integration of individual outcomes into a collective outcome. Considering the viewpoint of each decision maker, it was suggested that the city’s roads be categorized based on the level of risk they present for the occurrence of traffic crashes using the PROMSORT multicriteria approach. The ultimate categorization was established by considering five distinct categories that indicate different degrees of route importance. The results were geographically represented using a Geographic Information System. Employing the framework may accurately identify the city’s most susceptible regions and allocate resources and risk reduction initiatives with greater efficiency. Therefore, it is possible to obtain valuable information that can assist municipal managers in creating more efficient strategies to improve road safety.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101450"},"PeriodicalIF":2.4,"publicationDate":"2025-04-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143834384","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}
Pub Date : 2025-04-12DOI: 10.1016/j.cstp.2025.101452
Robert J. Schneider , Lingqian Hu , Yaidi Cancel Martinez , Amber Yan , Tathagato Chakraborty
Amid the long-term trend of declining transit ridership in the US, there is growing interest in leveraging on-demand microtransit to complement existing transit service, particularly to improve the accessibility of autoless riders to jobs, health care, or other activities in lower-density areas that are inefficient to serve with fixed-route transit. However, relatively little is known about whether these new microtransit services effectively serve their intended user groups. We studied FlexRide Milwaukee, an on-demand, microtransit service created to connect low-income workers and job seekers from predominantly Black neighborhoods on the northwest side of the City of Milwaukee, Wisconsin with predominately white, employment-rich suburbs. This employment-focused service helped FlexRide users reach jobs located in suburbs with limited transit service. Analyzing trip data from the FlexRide pilot study period (April 18 to September 30, 2022), we profiled 713 applicants who showed initial interest in trying the service. Ultimately, 428 of these applicants signed up as participants to use the service and 128 of them actually used FlexRide Milwaukee (80 frequent and 48 occasional riders). Descriptive analyses and logistic regression models showed that participants used FlexRide more often if they were already employed, Black, or did not have access to a household vehicle. However, compared with their high levels of initial interest, people with low incomes and women underused FlexRide Milwaukee. People who were unemployed, used cash, or worked third shift also underused the service. More research is needed to understand the latent demand for this type of microtransit service among these groups.
{"title":"Discrepancies between initial applicants and actual users of a new microtransit service: The case of FlexRide Milwaukee","authors":"Robert J. Schneider , Lingqian Hu , Yaidi Cancel Martinez , Amber Yan , Tathagato Chakraborty","doi":"10.1016/j.cstp.2025.101452","DOIUrl":"10.1016/j.cstp.2025.101452","url":null,"abstract":"<div><div>Amid the long-term trend of declining transit ridership in the US, there is growing interest in leveraging on-demand microtransit to complement existing transit service, particularly to improve the accessibility of autoless riders to jobs, health care, or other activities in lower-density areas that are inefficient to serve with fixed-route transit. However, relatively little is known about whether these new microtransit services effectively serve their intended user groups. We studied FlexRide Milwaukee, an on-demand, microtransit service created to connect low-income workers and job seekers from predominantly Black neighborhoods on the northwest side of the City of Milwaukee, Wisconsin with predominately white, employment-rich suburbs. This employment-focused service helped FlexRide users reach jobs located in suburbs with limited transit service. Analyzing trip data from the FlexRide pilot study period (April 18 to September 30, 2022), we profiled 713 applicants who showed initial interest in trying the service. Ultimately, 428 of these applicants signed up as participants to use the service and 128 of them actually used FlexRide Milwaukee (80 frequent and 48 occasional riders). Descriptive analyses and logistic regression models showed that participants used FlexRide more often if they were already employed, Black, or did not have access to a household vehicle. However, compared with their high levels of initial interest, people with low incomes and women underused FlexRide Milwaukee. People who were unemployed, used cash, or worked third shift also underused the service. More research is needed to understand the latent demand for this type of microtransit service among these groups.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101452"},"PeriodicalIF":2.4,"publicationDate":"2025-04-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143839338","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}
Pub Date : 2025-04-11DOI: 10.1016/j.cstp.2025.101443
Maryam Qonita , Rini Rachmawati , R. Rijanta
Rapid urbanization and economic growth have heightened the demand for efficient, sustainable mobility systems. Amsterdam’s goal to become the world’s leading smart mobility city motivated this study to evaluates Amsterdam’s mobility performance across six smart mobility goals: sustainability, efficiency, safety, accessibility, convenience, and cost-effectiveness. The assessment draws on quantitative data, qualitative data, and observational studies to evaluate alignment with global benchmarks and identify challenges in balancing competing objectives. Results indicate that Amsterdam excels with perfect scores in safety, convenience, and cost-effectiveness. Sustainability (9.48) and accessibility (9.97) scores are below perfect due to unmet targets for low-energy vehicle adoption and public transport coverage. Efficiency remains a challenge, with a score of 6.72 due to congestion and long travel times. A notable trade-off exists between efficiency and safety, as Amsterdam’s 30 km/h speed limit on most roads enhances safety but slows travel speeds—reflecting the city’s commitment to safety and liveability over speed. Measures—such as smart traffic management, investments in active mobility, public transport improvement, and exempting public transport from the speed limit—could help to balance the dual goals of safety and efficiency.
{"title":"Assessing Amsterdam’s urban mobility through the lens of smart mobility goals","authors":"Maryam Qonita , Rini Rachmawati , R. Rijanta","doi":"10.1016/j.cstp.2025.101443","DOIUrl":"10.1016/j.cstp.2025.101443","url":null,"abstract":"<div><div>Rapid urbanization and economic growth have heightened the demand for efficient, sustainable mobility systems. Amsterdam’s goal to become the world’s leading smart mobility city motivated this study to evaluates Amsterdam’s mobility performance across six smart mobility goals: sustainability, efficiency, safety, accessibility, convenience, and cost-effectiveness. The assessment draws on quantitative data, qualitative data, and observational studies to evaluate alignment with global benchmarks and identify challenges in balancing competing objectives. Results indicate that Amsterdam excels with perfect scores in safety, convenience, and cost-effectiveness. Sustainability (9.48) and accessibility (9.97) scores are below perfect due to unmet targets for low-energy vehicle adoption and public transport coverage. Efficiency remains a challenge, with a score of 6.72 due to congestion and long travel times. A notable trade-off exists between efficiency and safety, as Amsterdam’s 30 km/h speed limit on most roads enhances safety but slows travel speeds—reflecting the city’s commitment to safety and liveability over speed. Measures—such as smart traffic management, investments in active mobility, public transport improvement, and exempting public transport from the speed limit—could help to balance the dual goals of safety and efficiency.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"20 ","pages":"Article 101443"},"PeriodicalIF":2.4,"publicationDate":"2025-04-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143839339","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}
Pub Date : 2025-04-09DOI: 10.1016/j.cstp.2025.101448
Pradeep Borade , Gajendra Nagar , Hemant K. Suman , Lakshay Lakshay , Ravi Gadepalli , Nomesh B. Bolia
This work develops decision support models for bus schedule optimization to improve the existing public transport (PT) systems schedule. It particularly addresses the issue of overlapping trips, where multiple buses are scheduled to travel the same route simultaneously. This occurs due to the absence of network-aware scheduling, a significant problem of operational inefficiency in PT systems. To remove such overlapping trips, our approach presents mixed-integer linear programming (MILP) models and innovative solution algorithms for efficient rescheduling and redeployment. To prove the efficacy of the developed model, we use data from Bengaluru Metropolitan Transport Corporation (BMTC), India’s largest urban bus fleet operator, and optimize the schedule with no additional capital expenditure and minimal changes to the existing schedule. The work is carried out in close consultation with BMTC and led to the development of a computer-based decision support bus-schedule optimization toolkit (B-SOT). The B-SOT automates the schedule development process using simple CSV files as input and output, making it easy to use for officials at all levels. The toolkit is sufficiently comprehensive to be applied to other cities with contextual adjustments. Overall, the decision support models and the computer-based toolkit developed are novel, modular, and quite useful for PT decision-making to optimize bus schedules while freeing up some buses for deployment elsewhere.
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