Controversial transport policies, such as the proposed ban on non-electric motorbikes in Hanoi, Vietnam, often challenge the status quo and spur resistance among road users. This paper aims to unpack the causal implications of the motorbike ban, with an emphasis on elucidating potential transformations in urban mobility patterns and public sentiment in Hanoi. The research methodology is rooted in an mixed-methods approach. It begins by applying Spatial Propensity Score Matching (SPSM) to a bespoke transport survey to mitigate geographical confounding in the identification of the ban’s causal effects on societal attitudes and behaviours. Subsequently, it applies Ordinal Logistic Regression to quantify the causal influences of diverse socio-economic and demographic factors on public opinion towards the motorbike ban. Together, these methods yield a robust analysis of the policy’s prospective impacts.
Through this framework, the study provides insights into the key factors influencing individual’s opinion on controversial transport policies, such as the motorbike ban in Hanoi. Specifically, the approach reveals 4 key geographical insights into socioeconomic status, public transport perception, motorbike dependency, and automobile affinity among people in Hanoi.
{"title":"Evaluating public sentiment towards transport policies: A causal analysis of the motorbike ban in Hanoi","authors":"Minh Kieu , Rika Ozaki , Patricia Ternes , Nick Malleson","doi":"10.1016/j.cstp.2024.101203","DOIUrl":"10.1016/j.cstp.2024.101203","url":null,"abstract":"<div><p>Controversial transport policies, such as the proposed ban on non-electric motorbikes in Hanoi, Vietnam, often challenge the status quo and spur resistance among road users. This paper aims to unpack the causal implications of the motorbike ban, with an emphasis on elucidating potential transformations in urban mobility patterns and public sentiment in Hanoi. The research methodology is rooted in an mixed-methods approach. It begins by applying Spatial Propensity Score Matching (SPSM) to a bespoke transport survey to mitigate geographical confounding in the identification of the ban’s causal effects on societal attitudes and behaviours. Subsequently, it applies Ordinal Logistic Regression to quantify the causal influences of diverse socio-economic and demographic factors on public opinion towards the motorbike ban. Together, these methods yield a robust analysis of the policy’s prospective impacts.</p><p>Through this framework, the study provides insights into the key factors influencing individual’s opinion on controversial transport policies, such as the motorbike ban in Hanoi. Specifically, the approach reveals 4 key geographical insights into socioeconomic status, public transport perception, motorbike dependency, and automobile affinity among people in Hanoi.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101203"},"PeriodicalIF":2.5,"publicationDate":"2024-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2213624X24000580/pdfft?md5=f8041ebe1af45540b605b0ab2775ba13&pid=1-s2.0-S2213624X24000580-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141024091","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-10DOI: 10.1016/j.cstp.2024.101214
Lourdes Diaz Olvera, Didier Plat, Pascal Pochet
In Dakar, the capital of Senegal, the urban transport policy aims to restructure and modernize the supply of public transport. The implementation of this policy since the years 2000 has led to the creation of the public bus company Dakar Dem Dikk and the replacement and reorganization of a number of minibuses owned by informal operators, which locally go under the name of Tata. However, this new supply still coexists with older, more or less informal, transport modes, mainly “Cars Rapides” and “Ndiaga Ndiaye” minibuses, collective clandestine taxis, and “yellow and black” taxis. The question then arises as to the impact of the new public transport supply on the mobility practices of the city’s residents. Data from two household mobility surveys, undertaken respectively in 2000 and 2015, in the Region of Dakar is used to conduct a diachronic analysis of mobility behavior. The results highlight the extent to which changes in public transport supply have modified flows and mode use for different categories of urban residents, in a context where daily mobility is highly dependent on public transport.
{"title":"Changes in daily mobility and new public transport supply in Dakar (2000 – 2015)","authors":"Lourdes Diaz Olvera, Didier Plat, Pascal Pochet","doi":"10.1016/j.cstp.2024.101214","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101214","url":null,"abstract":"<div><p>In Dakar, the capital of Senegal, the urban transport policy aims to restructure and modernize the supply of public transport. The implementation of this policy since the years 2000 has led to the creation of the public bus company Dakar Dem Dikk and the replacement and reorganization of a number of minibuses owned by informal operators, which locally go under the name of Tata. However, this new supply still coexists with older, more or less informal, transport modes, mainly “Cars Rapides” and “Ndiaga Ndiaye” minibuses, collective clandestine taxis, and “yellow and black” taxis. The question then arises as to the impact of the new public transport supply on the mobility practices of the city’s residents. Data from two household mobility surveys, undertaken respectively in 2000 and 2015, in the Region of Dakar is used to conduct a diachronic analysis of mobility behavior. The results highlight the extent to which changes in public transport supply have modified flows and mode use for different categories of urban residents, in a context where daily mobility is highly dependent on public transport.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101214"},"PeriodicalIF":2.5,"publicationDate":"2024-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140952271","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 : 2024-05-08DOI: 10.1016/j.cstp.2024.101213
J. Montoya , D. Escobar , C. Moncada
The development of urban public transport systems today has focused on increasing their operability, trying to minimize travel times and mobilize the greatest number of users by increasing operational speed, renewing the vehicle fleet, and increasing frequencies, among others. However, in addition to restructuring the operating distance and the location of the bus stops, this process of increasing operational capacity has paid little attention to the people's perception of these stop systems’ location and coverage. This causes, largely, users’ apathy to take advantage of the system, promoting the use of other means of transport, or in the least cases, to make stops within the system in unauthorized locations.
Considering the above, the aim of this research is to analyze the overage variation of bus-stop sets, based on the perception of users in normal and eager conditions, through the application of an analysis of population and zonal coverage, in which physical and operational variables of interest are considered, complemented with geostatistical models and digital tools that allow implementing a set of bus stops creating an inclusive environment with a broader vision of the ideal conditions for the definition of bus-stop sets. Within the research process, it is necessary to structure a statistical sampling, which allows for characterizing the population of public transport systems. Therefore, Manizales, the capital of the department of Caldas − Colombia, through its 12 district clusters and 378,000 inhabitants, is taken as a focus of study. However, due to the conurbation agreement with the municipality of Villamaría, the inclusion of its urban framework is carried out, resulting in a total population of 424,300 inhabitants.
{"title":"Spatial coverage analysis of public transport bus stops through a citizen perception study. Case study: Manizales – Colombia","authors":"J. Montoya , D. Escobar , C. Moncada","doi":"10.1016/j.cstp.2024.101213","DOIUrl":"10.1016/j.cstp.2024.101213","url":null,"abstract":"<div><p>The development of urban public transport systems today has focused on increasing their operability, trying to minimize travel times and mobilize the greatest number of users by increasing operational speed, renewing the vehicle fleet, and increasing frequencies, among others. However, in addition to restructuring the operating distance and the location of the bus stops, this process of increasing operational capacity has paid little attention to the people's perception of these stop systems’ location and coverage. This causes, largely, users’ apathy to take advantage of the system, promoting the use of other means of transport, or in the least cases, to make stops within the system in unauthorized locations.</p><p>Considering the above, the aim of this research is to analyze the overage variation of bus-stop sets, based on the perception of users in normal and eager conditions, through the application of an analysis of population and zonal coverage, in which physical and operational variables of interest are considered, complemented with geostatistical models and digital tools that allow implementing a set of bus stops creating an inclusive environment with a broader vision of the ideal conditions for the definition of bus-stop sets. Within the research process, it is necessary to structure a statistical sampling, which allows for characterizing the population of public transport systems. Therefore, Manizales, the capital of the department of Caldas − Colombia, through its 12 district clusters and 378,000 inhabitants, is taken as a focus of study. However, due to the conurbation agreement with the municipality of Villamaría, the inclusion of its urban framework is carried out, resulting in a total population of 424,300 inhabitants.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101213"},"PeriodicalIF":2.5,"publicationDate":"2024-05-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2213624X24000683/pdfft?md5=516e55214d01aa161fba1c29aa3c37f6&pid=1-s2.0-S2213624X24000683-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141054466","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-07DOI: 10.1016/j.cstp.2024.101211
André L.B. Turbay , Rafael H.M. Pereira , Rodrigo Firmino
Transit Oriented Development (TOD) projects are being increasingly adopted worldwide as a way to promote the coordination between transport and land-use planning. However, little attention has been given to how TOD projects are associated with socioeconomic and spatial inequalities and its effects on people’s access to economic activities and public services, particularly in the Global South. In this paper we analyze how socio-spatial inequalities have been shaped by transport and land-use planning in Curitiba (Brazil), a city internationally recognized for its TOD planning based on Bus Rapid Transit (BRT). We examine how the spatial organization of the BRT system is associated with the distribution of population densities, socioeconomic groups, and real-estate values and its implications in terms of inequalities of access to employment opportunities and health services. The results show that Curitiba's TOD has had limited influence on population densities, but contributed for the unequal distribution of its benefits, privileging high-income classes and premium real-estate along its main BRT corridors. These effects contribute to push low-income communities to peripheral urban areas with limited accessibility benefits from the transit system. Our findings suggest that Curitiba’s success story should be seen as a cautionary tale about the consequences of TOD planning, which perpetuate the spatial concentration of resources and reinforce inequalities of access to opportunities. The broader lesson of this study is that TOD planning must be constantly evaluated by its socials and environmental impacts, and be guided by mixed housing, and social inclusion to avoid potential consequences in terms of segregation and peripheralization of poorer communities.
公交导向发展(TOD)项目作为促进交通与土地使用规划之间协调的一种方式,在世界范围内被越来越多地采用。然而,人们很少关注 TOD 项目如何与社会经济和空间不平等相关联,及其对人们获得经济活动和公共服务的影响,尤其是在全球南部地区。在本文中,我们分析了库里提巴(巴西)的交通和土地利用规划是如何塑造社会空间不平等的,该市以快速公交系统(BRT)为基础的 TOD 规划在国际上享有盛誉。我们研究了快速公交系统的空间组织如何与人口密度、社会经济群体和房地产价值的分布相关联,及其对就业机会和医疗服务不平等的影响。研究结果表明,库里提巴的 TOD 对人口密度的影响有限,但却造成了利益分配的不平等,使高收入阶层和 BRT 主要通道沿线的优质房地产享有特权。这些影响导致低收入社区被推向城市边缘地区,交通系统带来的便利有限。我们的研究结果表明,库里提巴的成功故事应被视为有关 TOD 规划后果的警示故事,它使资源的空间集中永久化,并加剧了机会获取的不平等。这项研究更广泛的教训是,必须根据其社会和环境影响不断评估 TOD 规划,并以混合住房和社会包容为指导,以避免贫困社区被隔离和边缘化的潜在后果。
{"title":"The equity implications of TOD in Curitiba","authors":"André L.B. Turbay , Rafael H.M. Pereira , Rodrigo Firmino","doi":"10.1016/j.cstp.2024.101211","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101211","url":null,"abstract":"<div><p>Transit Oriented Development (TOD) projects are being increasingly adopted worldwide as a way to promote the coordination between transport and land-use planning. However, little attention has been given to how TOD projects are associated with socioeconomic and spatial inequalities and its effects on people’s access to economic activities and public services, particularly in the Global South. In this paper we analyze how socio-spatial inequalities have been shaped by transport and land-use planning in Curitiba (Brazil), a city internationally recognized for its TOD planning based on Bus Rapid Transit (BRT). We examine how the spatial organization of the BRT system is associated with the distribution of population densities, socioeconomic groups, and real-estate values and its implications in terms of inequalities of access to employment opportunities and health services. The results show that Curitiba's TOD has had limited influence on population densities, but contributed for the unequal distribution of its benefits, privileging high-income classes and premium real-estate along its main BRT corridors. These effects contribute to push low-income communities to peripheral urban areas with limited accessibility benefits from the transit system. Our findings suggest that Curitiba’s success story should be seen as a cautionary tale about the consequences of TOD planning, which perpetuate the spatial concentration of resources and reinforce inequalities of access to opportunities. The broader lesson of this study is that TOD planning must be constantly evaluated by its socials and environmental impacts, and be guided by mixed housing, and social inclusion to avoid potential consequences in terms of segregation and peripheralization of poorer communities.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101211"},"PeriodicalIF":2.5,"publicationDate":"2024-05-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140947345","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 : 2024-05-07DOI: 10.1016/j.cstp.2024.101212
Jun Wang , Ellen Dunham-Jones , Gulsah Akar
This study aims to identify the potential determinants of people's willingness to adopt autonomous vehicle (AV) taxis, with or without a backup driver, using Binary Logistic Regression in combination with the enhanced Random Forest attribute selection method. The results indicate that young men with frequent use of ride-sharing services, walk frequently, and have household incomes of approximately $150,000 − $200,000 are more likely to be interested in using AV taxis regardless of the presence of a backup driver. The study finds that previous travel habits (use of different modes) can greatly influence individuals' interest levels in using AV taxis. The study points AV taxi service providers should address female passengers' concerns to pursue a larger market. This study innovatively uses individuals’ preferences for their residential locations, such as proximity to workplace, walkability, and affordability. Through the inclusion of these variables in the analysis, this study offers a more comprehensive insight into the potential users of AV taxis, thus enabling policymakers and planners to pursue a transportation system that is sustainable, equitable, and responsive to the diverse needs and preferences of different populations. The study has limitations in that it lacks users' perceived benefits and their specific needs pertaining to AVs. Finally, the study emphasizes the importance of examining the causes of inequality and promoting equitable access to AV technology, particularly for vulnerable groups.
{"title":"Exploring the influence of driver’s presence on passengers’ willingness level to take autonomous taxis – Evidence from Seattle metropolitan area","authors":"Jun Wang , Ellen Dunham-Jones , Gulsah Akar","doi":"10.1016/j.cstp.2024.101212","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101212","url":null,"abstract":"<div><p>This study aims to identify the potential determinants of people's willingness to adopt autonomous vehicle (AV) taxis, with or without a backup driver, using Binary Logistic Regression in combination with the enhanced Random Forest attribute selection method. The results indicate that young men with frequent use of ride-sharing services, walk frequently, and have household incomes of approximately $150,000 − $200,000 are more likely to be interested in using AV taxis regardless of the presence of a backup driver. The study finds that previous travel habits (use of different modes) can greatly influence individuals' interest levels in using AV taxis. The study points AV taxi service providers should address female passengers' concerns to pursue a larger market. This study innovatively uses individuals’ preferences for their residential locations, such as proximity to workplace, walkability, and affordability. Through the inclusion of these variables in the analysis, this study offers a more comprehensive insight into the potential users of AV taxis, thus enabling policymakers and planners to pursue a transportation system that is sustainable, equitable, and responsive to the diverse needs and preferences of different populations. The study has limitations in that it lacks users' perceived benefits and their specific needs pertaining to AVs. Finally, the study emphasizes the importance of examining the causes of inequality and promoting equitable access to AV technology, particularly for vulnerable groups.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101212"},"PeriodicalIF":2.5,"publicationDate":"2024-05-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140893890","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 : 2024-05-03DOI: 10.1016/j.cstp.2024.101209
Wondwesen Girma Mamo , Wael K.M. Alhajyaseen , Hélène Dirix , Kris Brijs , Tom Brijs , Abdrabo Soliman , Robert Makondo , Hany Sayed , Mohamed El Tahir , Majid Alabdulla , Daniel J. Cox , Veerle Ross
Obtaining a driver’s license can be a stressful task for autistic drivers because of autism related characteristics. Due to the absence of an autism-tailored driving training program in Qatar, instructors may lack the expertise and skills to apply a personalized approach. The current study investigated improving the learning-to-drive process for autistic learners in Qatar. The study consisted of three progressive phases: (1) Assess driving instructors' prior knowledge and practices regarding autism and driving. (2) Explore driving instructors' knowledge on autism and driving before and after an evidence-based workshop. (3) Compare the learning-to-drive process for autistic learners following 28 days of driving lessons from trained driving instructors to non-trained driving instructors. Eighty-four male driving instructors and six male autistic learners were included in the study. Results from the assessment phase indicated that most instructors lacked theoretical and practical knowledge about autism and driving. During the training phase, the workshop improved the driving instructors' knowledge on autism and driving. After the practice phase, trained driving instructors reported that they could better match their lessons to their autistic learners than non-trained driving instructors. Moreover, autistic learners who received driving training from the trained instructors showed a more positive attitude toward driving, had fewer driving concerns, and experienced less perceived stress compared to those who received training from non-trained instructors. The current results support the idea of a customized driving training program for autistic learners.
{"title":"Enhancing the learning-to-drive process for autistic learners in Qatar","authors":"Wondwesen Girma Mamo , Wael K.M. Alhajyaseen , Hélène Dirix , Kris Brijs , Tom Brijs , Abdrabo Soliman , Robert Makondo , Hany Sayed , Mohamed El Tahir , Majid Alabdulla , Daniel J. Cox , Veerle Ross","doi":"10.1016/j.cstp.2024.101209","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101209","url":null,"abstract":"<div><p>Obtaining a driver’s license can be a stressful task for autistic drivers because of autism related characteristics. Due to the absence of an autism-tailored driving training program in Qatar, instructors may lack the expertise and skills to apply a personalized approach. The current study investigated improving the learning-to-drive process for autistic learners in Qatar. The study consisted of three progressive phases: (1) Assess driving instructors' prior knowledge and practices regarding autism and driving. (2) Explore driving instructors' knowledge on autism and driving before and after an evidence-based workshop. (3) Compare the learning-to-drive process for autistic learners following 28 days of driving lessons from trained driving instructors to non-trained driving instructors. Eighty-four male driving instructors and six male autistic learners were included in the study. Results from the assessment phase indicated that most instructors lacked theoretical and practical knowledge about autism and driving. During the training phase, the workshop improved the driving instructors' knowledge on autism and driving. After the practice phase, trained driving instructors reported that they could better match their lessons to their autistic learners than non-trained driving instructors. Moreover, autistic learners who received driving training from the trained instructors showed a more positive attitude toward driving, had fewer driving concerns, and experienced less perceived stress compared to those who received training from non-trained instructors. The current results support the idea of a customized driving training program for autistic learners.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101209"},"PeriodicalIF":2.5,"publicationDate":"2024-05-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140905707","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 : 2024-05-03DOI: 10.1016/j.cstp.2024.101207
Liye Zhang , Jukong Li , Hao Shi , Jie Song
Whether large-scale COVID-19 tightening policies related to public transit contribute to slower rises in COVID-19 infection rates remains debatable. Therefore, this article extracted text data on urban bus control strategies in 211 Chinese cities and recorded active confirmed cases per million persons per day in each city. The Kruskal-Wallis one-way ANOVA test (K samples) and accompanying pairwise comparisons were conducted using SPSS. Analysis shows that there are noticeable regional differences in the northern and southern parts of China during the pandemic in the control of public transit. Furthermore, based on the economic scale of the same population level, a comparison was made between all cities with high control intensity and some with low control intensity. We find no significant differences in the number of people diagnosed with COVID-19 between the two pairs of some of the compared cities, indicating that the public transport control strategies of some cities are overly strict and questionable. The heat maps of pairwise comparisons show that city pairs with no significant differences in the number of confirmed COVID-19 cases account for many city clusters in the same interval. Additionally, in the comparative analysis of cities with the same population base, the proportion of no significant difference in the statistical analysis results of the number of confirmed COVID-19 cases increased with the decrease of the economic level of the cities. This pattern reflects the overly strict bus control strategies of some less economically developed cities during the COVID-19 pandemic. Therefore, in the face of large-scale epidemics in the future, policies should formulate control strategies based on reality.
{"title":"Investigating the Effects of Control Strategies of Urban Bus Systems during the early outbreak of COVID-19 epidemic in China: a Survey of 211 cities","authors":"Liye Zhang , Jukong Li , Hao Shi , Jie Song","doi":"10.1016/j.cstp.2024.101207","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101207","url":null,"abstract":"<div><p>Whether large-scale COVID-19 tightening policies related to public transit contribute to slower rises in COVID-19 infection rates remains debatable. Therefore, this article extracted text data on urban bus control strategies in 211 Chinese cities and recorded active confirmed cases per million persons per day in each city. The Kruskal-Wallis one-way ANOVA test (K samples) and accompanying pairwise comparisons were conducted using SPSS. Analysis shows that there are noticeable regional differences in the northern and southern parts of China during the pandemic in the control of public transit. Furthermore, based on the economic scale of the same population level, a comparison was made between all cities with high control intensity and some with low control intensity. We find no significant differences in the number of people diagnosed with COVID-19 between the two pairs of some of the compared cities, indicating that the public transport control strategies of some cities are overly strict and questionable. The heat maps of pairwise comparisons show that city pairs with no significant differences in the number of confirmed COVID-19 cases account for many city clusters in the same interval. Additionally, in the comparative analysis of cities with the same population base, the proportion of no significant difference in the statistical analysis results of the number of confirmed COVID-19 cases increased with the decrease of the economic level of the cities. This pattern reflects the overly strict bus control strategies of some less economically developed cities during the COVID-19 pandemic. Therefore, in the face of large-scale epidemics in the future, policies should formulate control strategies based on reality.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101207"},"PeriodicalIF":2.5,"publicationDate":"2024-05-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140878680","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 : 2024-05-03DOI: 10.1016/j.cstp.2024.101208
Niaz Mahmud , K.B.M. Ibrahim , Md Asif Hasan Anik , Sabrina Rashid Sheonty , Muhammad Ahsanul Habib
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.
{"title":"Examining Travel Mode Preference for the COVID-19 Post-Vaccination Period: Insights from Dhaka, Bangladesh","authors":"Niaz Mahmud , K.B.M. Ibrahim , Md Asif Hasan Anik , Sabrina Rashid Sheonty , Muhammad Ahsanul Habib","doi":"10.1016/j.cstp.2024.101208","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101208","url":null,"abstract":"<div><p>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.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101208"},"PeriodicalIF":2.5,"publicationDate":"2024-05-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2213624X24000634/pdfft?md5=33f7a2aafdc80f96e5a511d34ee15bcd&pid=1-s2.0-S2213624X24000634-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140824135","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-05-03DOI: 10.1016/j.cstp.2024.101210
Rimpi Baro, K.V. Krishna Rao, Nagendra R. Velaga
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.
随着地铁等大众快速交通系统在大都市地区的扩展,预计将缓解交通拥堵和公共交通拥挤的问题。关键是要制定措施,吸引私家车乘客选择这些交通方式,使其在经济和财政上可行。通勤出行的积极观念和高出行频率会导致长期的习惯性惰性,阻碍这些通勤者转向新的可持续替代方式。为了支持推广可持续交通模式的交通政策制定,本研究主要调查了私家车通勤者对其通勤的旅行幸福感、通勤频率和旅行属性与他们对孟买大都会区(MMR)即将开通的地铁系统的模式转换行为之间的关联。随着孟买都会区即将建成 426 公里长的地铁线网,交通系统在时间、成本和其他属性方面将发生一些外部变化。我们进行了一项精心设计的陈述偏好调查,从 217 名私家车乘客(两轮车和轿车)中收集了 2400 个观察结果。结果表明,乘客最看重地铁的舒适度,其次是换乘、旅行时间和等待时间。现有的出行舒适度对决定乘客的换乘行为并不重要。此外,经常乘坐私家车的乘客对即将开通的地铁有明显的换乘倾向。Mann-Whiteney U 检验结果表明,汽车乘客和两轮车乘客在旅行幸福感方面没有明显差异。
{"title":"Role of private vehicle commuters’ travel wellbeing perception in mode shift behavior towards an upcoming metro in Mumbai Metropolitan region","authors":"Rimpi Baro, K.V. Krishna Rao, Nagendra R. Velaga","doi":"10.1016/j.cstp.2024.101210","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101210","url":null,"abstract":"<div><p>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 <em>U</em> test results indicate no significant differences in travel wellbeing perceptions among car and two-wheeler commuters.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101210"},"PeriodicalIF":2.5,"publicationDate":"2024-05-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140893303","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 : 2024-04-27DOI: 10.1016/j.cstp.2024.101206
Rillagoda G.N. Yasanthi , Christine M. Wickens , Brian Jonah , Babak Mehran , Brenda Suggett
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.
{"title":"Determinants of traffic safety enforcement behaviour among police officers: A narrative review","authors":"Rillagoda G.N. Yasanthi , Christine M. Wickens , Brian Jonah , Babak Mehran , Brenda Suggett","doi":"10.1016/j.cstp.2024.101206","DOIUrl":"https://doi.org/10.1016/j.cstp.2024.101206","url":null,"abstract":"<div><p>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.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"16 ","pages":"Article 101206"},"PeriodicalIF":2.5,"publicationDate":"2024-04-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2213624X24000610/pdfft?md5=cddca7a80e2b28eda9d3be3e5320f00c&pid=1-s2.0-S2213624X24000610-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140820061","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}