Case Studies on Transport Policy最新文献

This research investigates preferences of general public towards travel modes in the COVID-19 post-vaccination times. First, a questionnaire survey is conducted in Dhaka, Bangladesh, to gather information on people's socio-demographic characteristics, travel choices before, during, and after the pandemic, and attitudes towards public transit, active transport, and personal car. Next, three ordered logit models are developed to explore how mode preferences vary across socio-demographics, travel characteristics, and risk perceptions. This research identifies factors that contribute to commuters' travel mode preference as well as factors that act as deterrents. Analysis reveals that there will be a noticeable shift from public transport to private car and active transport. To be able to walk or bike to work, people may consider relocating closer to their workplaces. Individuals who used a private car before vaccination may continue to do so after being vaccinated. Additionally, women are more likely to prefer own vehicles while people aged more than 49 years are less likely to prefer public transport. Results also suggest that use of food delivery services, ridesharing, and working from home significantly affects travel mode preference. Individuals who never used ridesharing services are more likely to prefer walking and bicycling after vaccination. The outcomes of this study are expected to assist transport policymakers in the Global South to better understand COVID-19′s long-term influence on mode choice behavior and help in developing pragmatic policies to promote sustainable travel habits.

The expansion of mass rapid transit systems such as the metro in urban metropolitan areas is expected to moderate the problems of congestion and public transport overcrowding. It is crucial to devise measures to attract private vehicle commuters towards these modes to make them economically and financially viable. Positive perceptions and high trip frequency of commute trips can lead to long-term habitual inertia and prevent these commuters from shifting towards new sustainable alternatives. To support transport policy-making in promoting sustainable modes, this study mainly investigated the association of private vehicle commuters’ travel wellbeing perception of their commute, commute frequency, and travel attributes with their mode shift behavior towards an upcoming metro system in Mumbai Metropolitan Region (MMR). Some external changes will occur in the transport system regarding time, cost, and other attributes with the upcoming 426 km metro line network in MMR. A well-designed stated preference survey was conducted, and 2400 observations were collected from 217 private vehicle commuters (two-wheelers and cars). Results indicate that the commuters value metro on-board comfort the most, followed by transfers, travel time, and waiting time. Existing travel wellbeing perception is found to be insignificant in determining the mode shift behavior. Furthermore, regular private vehicle commuters showed a significant shifting propensity towards the upcoming metro. Mann-Whiteney U test results indicate no significant differences in travel wellbeing perceptions among car and two-wheeler commuters.

Traffic safety enforcement (TSE), which includes policing of traffic laws, is a key component of safe transport systems. Effective TSE depends on law enforcement professionals’ (i.e., police officers’) ability and willingness to proactively engage in TSE activities. By conducting a narrative review of past literature, this article documents (i) factors reported to influence law enforcement professionals’ willingness to engage in TSE, and (ii) policy recommendations to improve TSE and thus traffic safety. The extensive literature review presented in this report identified four main types of factors that influence officers’ willingness to engage in TSE: (i) individual-level factors (e.g., officers’ perceptions of TSE), (ii) situational factors (e.g., traffic offenders’ demographic characteristics), (iii) organization-level factors (e.g., traffic citation quotas), and (iv) community-level factors (e.g., political influence). Policy recommendations to improve TSE recognized that a country’s economic condition poses significant barriers to effective TSE. Results of this literature review summarize and provide insights into factors that influence TSE and can be used by road safety professionals, including transport engineers and law enforcement professionals, to improve TSE efforts and outcomes.

On February 24, 2020, the COVID-19 pandemic hit Oman, forcing nationwide lockdowns and movement limitations. This study estimates the COVID-19 pandemic's impact on Oman's transportation sector's Greenhouse Gas (GHG) emissions. Using a bottom-up methodology, this analysis compares the years preceding the pandemic (2015–2019) to the pandemic year (2020). According to the results, the implementation of COVID-19 lockdown measures significantly reduced GHG emissions from passenger vehicles by 26.4 % and 27.8 % from whole road transportation. The overall GHG reduction from whole road transportation in Oman during the pandemic year (2020) was estimated around 1,502 kilotons CO2eq. These reductions represent 17 % of the pledged of carbon reduction target in the Second Nationally Determined Contributions by 2030. These results highlight the possibility of achieving emission reduction goals through the adoption of remote work practices, which has contributed significantly to the decline in emissions during the pandemic. Remote work has the potential to reduce commuter trips, thereby reducing overall mobility and emissions, particularly in Oman, which lacks public transportation and relies heavily on private vehicles. The potential benefits of remote work in reducing carbon emissions in the transportation sector should be carefully evaluated and encouraged by policymakers in order to help Oman achieve its climate goals.

The Carbon Generalized System of Preferences (CGSP) is a tool that employs monetary or non-monetary incentives to promote sustainable behaviors. While CGSP pilot programs have been initiated, its main design dimensions and people’s preferences for these dimensions remain unexplored. This study developed a two-stage framework to summarize key components of the CGSP’s design and delve into participants’ preferences for various CGSP designs. Our findings indicate that individuals aged over 30, with comparatively higher incomes, and living within smaller households, tend to exhibit tendencies towards high-emission travel. Regarding interviewees’ preferences for the key design dimensions of the CGSP, a unanimous consensus emerges that the government should play a leading role in CGSP development. While divergences exist, most interviewees lean towards CGSP programs being voluntary in nature, city-level in scope, and possessing mid-term billing cycles (monthly to semi-annually). Attitudes towards monetary incentives display significant variation among interviewees, with those working in the transportation industry generally exhibiting a greater affinity for non-monetary incentives. The majority of interviewees express comfort with personal information collection for the CGSP, particularly among potential low-emission travelers. This study provides valuable insights for designing and promoting CGSP mechanisms.

Low success rates of existing EV adoption policies in India highlight the need for targeted policies to boost EV adoption. The current study employs a single-arm information intervention to analyse the impact of information provision on electric vehicle (EV) adoption among consumer clusters in a developing country context. Using Gaussian Mixed Modelling clustering, the sample was grouped into four segments based on three psychological latent variables. Clusters with greater pro-environmental values had higher pre-intervention positive purchase intention, signifying that policies aimed at promoting EVs among environmentally conscious consumers have higher chances of success. The intervention showed significant desirable changes in every cluster. Results indicate that such campaigns would achieve higher success in consumer clusters with low eco-friendliness. Appropriate measures for each cluster are suggested. The characteristics of consumer clusters with higher pre-intervention purchase intention could serve as guidelines for businesses and governments while formulating new and updating their existing EV policies.

The bike-sharing system, as an innovation to solve the first-and-last-mile transportation problem, tends to be disproportionally used much less by lower income users. In this paper, we focus on testing two causes of this inequality: availability of stations and affordability, using a difference-in-difference framework with various treatments. We discovered that stations are more readily available in higher-income areas. However, increasing station availability will not reduce the usage inequality. Instead, we find that equity programs that increase the affordability of low-income users can reduce the usage gap between high and low-income groups. The major findings of this paper suggest that to create a more inclusive and equal urban transportation ecosystem, urban planners, policymakers, and bike-sharing operators need to allocate more resources to support affordability.

The importance of gender mainstreaming in transport services has been brought to focus by leading organisations such as the World Bank and Asian Development Bank. Commonly, women in South and Southeast Asian countries struggle with a public transport system that is not designed for them. National policy makers from these countries typically pick and choose when to follow international guidelines. The present study explores the challenges and barriers for implementation of international guidelines and standards on gender when designing inclusive public transport systems. Semi-structured interviews were undertaken with leading national policymakers and transport practitioners to gain an in-depth understanding of current practices in Delhi, India. Discussions with policymakers revealed a significant lack of willingness to consider women as a distinct user group, largely due to a male-dominated sector. Women, when rarely considered, are often categorized within the vulnerable user group. This makes any gender-specific travel requirements absent from policies and guidelines for transport practitioners to implement. Without any adequate gender-inclusive policies and government guidelines, practitioners are hamstringed into designing and implementing services which negates women’s travel needs. Interviews with transport practitioners also revealed major barriers to include funding constraints and poor national data resources. The study concludes with critical gaps in the pipeline from international to national to transport practitioners which prevents gender-specific travel needs from being met for women riding public transport.

The main goal of the article is to characterize the functioning of the Urban Public Transport System (UPTS) in the capital city of the Slovak Republic (Bratislava) during different time periods (morning rush, evening, night, average working day, and weekend − Sunday) and express its accessibility for various groups of city residents (low-income households, unemployed individuals, seniors (age 60+), children (age 0–14), women (for comparison, men as well). To achieve this goal, we combined datasets of UPTS in Bratislava with the pedestrian communication network and identified an effective service area for which we subsequently determined the sizes of the respective population groups of residents. Finally, we verified the functionality of the entire UPTS model by measuring the accessibility of the selected destination, Ružinov Hospital. Our results could be summarized as follows: The functioning of UPTS is very similar during the morning rush, evening, average working day (Monday to Friday), and weekend − Sunday. During these time periods, approximately the same main lines operate, and there is a higher utilization of the same transfer points. The difference lies mainly in the frequency of departures of specific lines. During the night, the system operates based on different lines compared to the daytime, with transfers possible only at one central point/corridor. This fact also affects the usability and accessibility of UPTS, reflected in the accessibility of Ružinov Hospital, which is very limited during the night-time period. However, the accessibility of the hospital by UPTS is higher for the unemployed residents, low-income individuals, and children than the overall residents average, which is also reflected in the distribution of women. A negative aspect is that UPTS is less accessible for seniors. It must be said that this fact varies significantly in the heterogeneous spatial layout of the city. This was confirmed in our measurement of the accessibility to Ružinov Hospital, where seniors have roughly the same level of accessibility as the overall residents average.

Encouraging young school children (and their parents) to travel to school more by active modes and less by car is of growing interest to transportation policymakers, especially considering the growing trend of car use in many cities today. In this study, gamification was employed as a behavioral intervention to promote “car-free” travel among students of 3 elementary schools in Singapore, through a 3-week program called the OneEarth Challenge. In this intervention, students earned points for going “car-free” to school, and the activity was made fun, engaging, and social, through inter-team competitions. Beyond individual-focused rewards typically employed for such programs, students also collectively worked towards team and school goals. During the program, there was an average 28.5 percentage-point increase in “car-free” travel across all schools, and this increase largely persisted at least up to 8 weeks after the Challenge. We also found that the inclusion of a fictional game narrative was associated with increased intrinsic motivation for “car-free” behavior which in turn led to greater persistence in behavior change. The policy implications and generalizability of these results are discussed.