Pub Date : 2024-10-13DOI: 10.1016/j.cstp.2024.101306
Railway facilities, which are part of the service environment, may affect passenger delay tolerance during delays. With the increasing frequency of railway delays, it is essential for railway companies to understand how passengers perceive these disruptions and railway facilities. While previous studies have examined the relationship between satisfaction and tolerance in interpersonal relationships, less is known about the impact of service environments, such as railway facilities, on perceptions in transportation settings. This study investigates the relationship between passenger satisfaction with railway facilities and their tolerance of delays in hypothetical scenarios, covering both short and long delays during morning and evening commute. The results of structural equation modeling show that railway satisfaction positively affects delay tolerance, while anxiety caused by unclear information during delays negatively affects tolerance. Additionally, the study identified the facility improvements that would enhance service quality. These findings offer actionable insights for railway companies to mitigate the impact of delays and improve passenger experiences.
{"title":"Analysis of relationship between railway satisfaction and delay tolerance","authors":"","doi":"10.1016/j.cstp.2024.101306","DOIUrl":"10.1016/j.cstp.2024.101306","url":null,"abstract":"<div><div>Railway facilities, which are part of the service environment, may affect passenger delay tolerance during delays. With the increasing frequency of railway delays, it is essential for railway companies to understand how passengers perceive these disruptions and railway facilities. While previous studies have examined the relationship between satisfaction and tolerance in interpersonal relationships, less is known about the impact of service environments, such as railway facilities, on perceptions in transportation settings. This study investigates the relationship between passenger satisfaction with railway facilities and their tolerance of delays in hypothetical scenarios, covering both short and long delays during morning and evening commute. The results of structural equation modeling show that railway satisfaction positively affects delay tolerance, while anxiety caused by unclear information during delays negatively affects tolerance. Additionally, the study identified the facility improvements that would enhance service quality. These findings offer actionable insights for railway companies to mitigate the impact of delays and improve passenger experiences.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142527495","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 : 2024-10-10DOI: 10.1016/j.cstp.2024.101303
The rapid rise in global air traffic poses significant challenges for airports, particularly in maintaining operational safety and efficiency. One of the main issues is the risk of runway crossings during ground movements, which can lead to runway incursions. This is particularly problematic in airports with parallel runway operations, where managing multiple runways and ground movements is more complex. End-Around Taxiways (EATs) have been introduced as a strategic solution to mitigate these risks. However, their implementation also introduces new operational challenges and complexities. This study evaluates the impact of EATs on Istanbul Airport (LTFM), one of Europe’s busiest airports. Using Automatic Dependent Surveillance-Broadcast (ADS-B) data, the research examines the use of EATs in taxi times, acceleration counts and durations, stop-and-go counts, level-off times, hot spots, gate and stand usages by developing new catchment algorithms. The findings show that EATs present operational challenges such as increased taxi times, number of acceleration movements, and level off times. The study emphasizes the need to consider local airport configurations when implementing EATs and suggests new constraints to optimize their usage.
{"title":"The operational dynamics of end-around taxiways: Insights from Istanbul Airport","authors":"","doi":"10.1016/j.cstp.2024.101303","DOIUrl":"10.1016/j.cstp.2024.101303","url":null,"abstract":"<div><div>The rapid rise in global air traffic poses significant challenges for airports, particularly in maintaining operational safety and efficiency. One of the main issues is the risk of runway crossings during ground movements, which can lead to runway incursions. This is particularly problematic in airports with parallel runway operations, where managing multiple runways and ground movements is more complex. End-Around Taxiways (EATs) have been introduced as a strategic solution to mitigate these risks. However, their implementation also introduces new operational challenges and complexities. This study evaluates the impact of EATs on Istanbul Airport (LTFM), one of Europe’s busiest airports. Using Automatic Dependent Surveillance-Broadcast (ADS-B) data, the research examines the use of EATs in taxi times, acceleration counts and durations, stop-and-go counts, level-off times, hot spots, gate and stand usages by developing new catchment algorithms. The findings show that EATs present operational challenges such as increased taxi times, number of acceleration movements, and level off times. The study emphasizes the need to consider local airport configurations when implementing EATs and suggests new constraints to optimize their usage.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-10-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142527496","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 : 2024-10-09DOI: 10.1016/j.cstp.2024.101302
Mobility On Demand (MOD) services, such as ride-pooling, provide convenient and cost-effective transportation options. While previous studies focused on operational costs and service quality, we take a broader perspective by examining the external costs associated with autonomous ride-pooling services. Incorporating external costs into the design and evaluation of MOD services enables a comprehensive understanding of their impact on the entire urban population, informing effective regulations and incentives. We present an approach for calculating space-varying external costs, accounting for factors like air pollution, climate impact, noise and accidents. These costs are integrated into FleetPy, an agent-based simulation tool for ridesharing analysis and optimization. A case study in Munich uncovers the tradeoffs between external costs, internal costs, and service quality. Our findings suggest that mid-sized vehicles with a three-person capacity strike a balance between energy efficiency and transport capacity. By applying our approach, external costs can be reduced by up to 37%.
按需移动（MOD）服务，如拼车，提供了便捷且经济高效的交通选择。以往的研究侧重于运营成本和服务质量，而我们则从更广阔的视角出发，研究了与自主拼车服务相关的外部成本。将外部成本纳入 MOD 服务的设计和评估中，可以全面了解其对整个城市人口的影响，从而制定有效的法规和激励措施。我们提出了一种计算空间变化外部成本的方法，其中考虑了空气污染、气候影响、噪音和事故等因素。这些成本被整合到基于代理的模拟工具 FleetPy 中，用于共享出行的分析和优化。慕尼黑的一项案例研究揭示了外部成本、内部成本和服务质量之间的权衡。我们的研究结果表明，可容纳三人的中型车辆可以在能源效率和运输能力之间取得平衡。采用我们的方法，外部成本最多可降低 37%。
{"title":"Quantifying the external costs of autonomous on-demand ride pooling services","authors":"","doi":"10.1016/j.cstp.2024.101302","DOIUrl":"10.1016/j.cstp.2024.101302","url":null,"abstract":"<div><div>Mobility On Demand (MOD) services, such as ride-pooling, provide convenient and cost-effective transportation options. While previous studies focused on operational costs and service quality, we take a broader perspective by examining the external costs associated with autonomous ride-pooling services. Incorporating external costs into the design and evaluation of MOD services enables a comprehensive understanding of their impact on the entire urban population, informing effective regulations and incentives. We present an approach for calculating space-varying external costs, accounting for factors like air pollution, climate impact, noise and accidents. These costs are integrated into FleetPy, an agent-based simulation tool for ridesharing analysis and optimization. A case study in Munich uncovers the tradeoffs between external costs, internal costs, and service quality. Our findings suggest that mid-sized vehicles with a three-person capacity strike a balance between energy efficiency and transport capacity. By applying our approach, external costs can be reduced by up to 37%.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-10-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142419863","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 : 2024-10-02DOI: 10.1016/j.cstp.2024.101289
The objective of this research is to investigate public acceptance and socio-economic feasibility of reducing speed limit from 50 km/h to 30 km/h in certain parts of the road network of Athens, Greece. A questionnaire was developed based on the method of stated preference for various hypothetical scenarios of time, fuel consumption and the probability of road crash to investigate road user preferences towards the reduction of speed limit and identify the most important influencing factors preferences. A total of 408 respondents were asked to choose among three alternative proposals: a) Reduce the speed limit to 30 km/h throughout the urban network except on major arteries, b) Reduce the speed limit to 30 km/h throughout the urban network and c) No Reduction (do nothing). For the analysis, two binomial logistic regression models and two multinomial logistic regression models were developed. The results indicate that increase in travel time, the importance of speed in causing a crash, the number of crashes the user has been involved in, the respondent’s driving habits are the main determinants of the users’ preferences. Furthermore, a Cost Benefit Analysis (CBA) was conducted to understand the sustainability implications of the implementation of lower speed limits (i.e., 50 to 30 km/h). In terms of socio-economic impacts, the CBA considered safety-related metrics, namely the number of road casualties of all severity levels, and environmental-related metrics, namely reductions in CO2, NOx, PM levels as well as in road user surplus metrics namely travel time increase and fuel consumption reduction. Costs considered in the analysis result from increased time spent on the road. Consequently, the investment and the operational costs along with the socio-economic impact are estimated and monetized, up to the year 2030. The positive Net Present Value (NPV) and the high Internal Rate of Return (IRR), i.e. 64.5 %, obtained as well as the sensitivity analysis results, indicate the feasibility of this policy over time. Therefore, speed limit reductions are economically viable and so, should be encouraged.
{"title":"Cost benefit analysis of reducing speed limits in Athens to 30 Km/h","authors":"","doi":"10.1016/j.cstp.2024.101289","DOIUrl":"10.1016/j.cstp.2024.101289","url":null,"abstract":"<div><div>The objective of this research is to investigate public acceptance and socio-economic feasibility of reducing speed limit from 50 km/h to 30 km/h in certain parts of the road network of Athens, Greece. A questionnaire was developed based on the method of stated preference for various hypothetical scenarios of time, fuel consumption and the probability of road crash to investigate road user preferences towards the reduction of speed limit and identify the most important influencing factors preferences. A total of 408 respondents were asked to choose among three alternative proposals: a) Reduce the speed limit to 30 km/h throughout the urban network except on major arteries, b) Reduce the speed limit to 30 km/h throughout the urban network and c) No Reduction (do nothing). For the analysis, two binomial logistic regression models and two multinomial logistic regression models were developed. The results indicate that increase in travel time, the importance of speed in causing a crash, the number of crashes the user has been involved in, the respondent’s driving habits are the main determinants of the users’ preferences. Furthermore, a Cost Benefit Analysis (CBA) was conducted to understand the sustainability implications of the implementation of lower speed limits (i.e., 50 to 30 km/h). In terms of socio-economic impacts, the CBA considered safety-related metrics, namely the number of road casualties of all severity levels, and environmental-related metrics, namely reductions in CO2, NOx, PM levels as well as in road user surplus metrics namely travel time increase and fuel consumption reduction. Costs considered in the analysis result from increased time spent on the road. Consequently, the investment and the operational costs along with the socio-economic impact are estimated and monetized, up to the year 2030. The positive Net Present Value (NPV) and the high Internal Rate of Return (IRR), i.e. 64.5 %, obtained as well as the sensitivity analysis results, indicate the feasibility of this policy over time. Therefore, speed limit reductions are economically viable and so, should be encouraged.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142433523","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 : 2024-09-26DOI: 10.1016/j.cstp.2024.101301
The construction of high-speed railway (HSR) can effectively release the freight capacity of existing railways. By analyzing the influencing factors of passengers’ travel choices, the Utility Function and Logit model are adopted to calculate the utility and passenger flow split rate, and get the passenger flow of the existing railways after the diversion of the newly-built HSR. The passenger flow allocation model is established based on User Equilibrium, and improved Frank-Wolfe (FW) algorithm is applied to solve it, and obtain the passenger capacity of the sections on existing railways. Based on the deduction coefficient method, the passenger capacity is deducted from total capacity to get the freight capacity of each section on existing railways after release. Finally, take the railway channel in the Yangtze River Delta as a case, the results show that after the construction of the HSR, the freight capacity of sections on existing railways in the Yangtze River Delta is released to varying degrees. The freight capacity of Hefei-Wuhu section will be released the most, which is 19.5 pairs of trains, while that of Shanghai-Jiaxing section is the least, which is only 3.5 pairs, following by Wenzhou-Jinhua and Hangzhou-Ningbo sections, which are 4 pairs. Therefore, the construction of HSR should be accompanied by focusing on sections with less released freight capacity to enhance the overall capacity of the regional railway network.
{"title":"Impact of high-speed railway construction on freight capacity on sections of existing railways- A case on the Yangtze River Delta","authors":"","doi":"10.1016/j.cstp.2024.101301","DOIUrl":"10.1016/j.cstp.2024.101301","url":null,"abstract":"<div><div>The construction of high-speed railway (HSR) can effectively release the freight capacity of existing railways. By analyzing the influencing factors of passengers’ travel choices, the Utility Function and Logit model are adopted to calculate the utility and passenger flow split rate, and get the passenger flow of the existing railways after the diversion of the newly-built HSR. The passenger flow allocation model is established based on User Equilibrium, and improved Frank-Wolfe (FW) algorithm is applied to solve it, and obtain the passenger capacity of the sections on existing railways. Based on the deduction coefficient method, the passenger capacity is deducted from total capacity to get the freight capacity of each section on existing railways after release. Finally, take the railway channel in the Yangtze River Delta as a case, the results show that after the construction of the HSR, the freight capacity of sections on existing railways in the Yangtze River Delta is released to varying degrees. The freight capacity of Hefei-Wuhu section will be released the most, which is 19.5 pairs of trains, while that of Shanghai-Jiaxing section is the least, which is only 3.5 pairs, following by Wenzhou-Jinhua and Hangzhou-Ningbo sections, which are 4 pairs. Therefore, the construction of HSR should be accompanied by focusing on sections with less released freight capacity to enhance the overall capacity of the regional railway network.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-09-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142419865","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 : 2024-09-25DOI: 10.1016/j.cstp.2024.101300
People show different behaviors when facing congestion pricing policy. A literature review reveals that the variables affecting behaviors such as trip cancellation in the case of the implementation of transportation demand management (TDM) policies have received less attention. Therefore, the present study aimed to investigate the effects of travelers’ characteristics, citizens’ attitudes towards TDM policies, socioeconomic variables, and five TDM policies on trip cancellation behavior among private car users entering congestion charge zones. The statistical population contained 2256 participants; each participant answered six scenarios resulting in 13,536 observations. The use of Stated Preference method is employed to identify the preferences of citizens of Shiraz as a case study. The binary logit model indicated that travelers who had to make essential trips would be less likely to cancel their trips. Also, those who strongly agreed with the idea that congestion pricing could restrict their travel mode choice and those who strongly disagreed that congestion pricing could reduce traffic congestion would be most likely to cancel their trips compared to people with other attitudes. In addition, every minute increase in the time spent in congestion charge zones could decrease the travelers’ tendency to cancel their trips by 0.13%. Likewise, every 10,000 Rials ($0.09) increase in congestion charge could increase the probability of trip cancellation by 0.31%.
{"title":"Evaluating private car users’ preference to congestion pricing: A study on trip cancellation behavior","authors":"","doi":"10.1016/j.cstp.2024.101300","DOIUrl":"10.1016/j.cstp.2024.101300","url":null,"abstract":"<div><div>People show different behaviors when facing congestion pricing policy. A literature review reveals that the variables affecting behaviors such as trip cancellation in the case of the implementation of transportation demand management (TDM) policies have received less attention. Therefore, the present study aimed to investigate the effects of travelers’ characteristics, citizens’ attitudes towards TDM policies, socioeconomic variables, and five TDM policies on trip cancellation behavior among private car users entering congestion charge zones. The statistical population contained 2256 participants; each participant answered six scenarios resulting in 13,536 observations. The use of Stated Preference method is employed to identify the preferences of citizens of Shiraz as a case study. The binary logit model indicated that travelers who had to make essential trips would be less likely to cancel their trips. Also, those who strongly agreed with the idea that congestion pricing could restrict their travel mode choice and those who strongly disagreed that congestion pricing could reduce traffic congestion would be most likely to cancel their trips compared to people with other attitudes. In addition, every minute increase in the time spent in congestion charge zones could decrease the travelers’ tendency to cancel their trips by 0.13%. Likewise, every 10,000 Rials ($0.09) increase in congestion charge could increase the probability of trip cancellation by 0.31%.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142419864","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 : 2024-09-21DOI: 10.1016/j.cstp.2024.101299
Motivating workers to commute by bicycle could play a key role in reducing congestion, caring for the environment, helping maintain good health and fitness, and improving the well-being of urban societies. To achieve this behavioral change, it is crucial to understand the main factors that influence bicycle use. This study aims to understand the behavior of workers who do not commute by bicycle by integrating the theory of planned behavior (TPB) and social identity into a Hybrid Modal Shift model (HMS) to define measures to motivate them to commute by bicycle. We designed a stated choice experiment comprised of three tangible attributes (i.e., bike lane types, trip-end facilities, and cash incentives). Indicators related to psychological factors of the TPB and social identity, and choices of whether to switch current modes of transportation to the bicycle, were observed through a face-to-face questionnaire addressed to workers who do not commute by bicycle in Bogota, Colombia (N=376). The HMS allowed us to understand the effects of tangible attributes and psychological constructs on the probability of shifting current transportation modes to commuting by bicycle to work. We also obtained the effect of each socioeconomic characteristic on the overall choice of shifting to bicycles. Then, by considering the heterogeneity captured through the psychological constructs, we designed measures based on social identity and some psychological factors of the TPB involving these groups of workers to motivate them to commute by bicycle.
{"title":"Hard and soft measures for motivating workers to commute by bicycle: The case of Bogota","authors":"","doi":"10.1016/j.cstp.2024.101299","DOIUrl":"10.1016/j.cstp.2024.101299","url":null,"abstract":"<div><div>Motivating workers to commute by bicycle could play a key role in reducing congestion, caring for the environment, helping maintain good health and fitness, and improving the well-being of urban societies. To achieve this behavioral change, it is crucial to understand the main factors that influence bicycle use. This study aims to understand the behavior of workers who do not commute by bicycle by integrating the theory of planned behavior (TPB) and social identity into a Hybrid Modal Shift model (HMS) to define measures to motivate them to commute by bicycle. We designed a stated choice experiment comprised of three tangible attributes (i.e., bike lane types, trip-end facilities, and cash incentives). Indicators related to psychological factors of the TPB and social identity, and choices of whether to switch current modes of transportation to the bicycle, were observed through a face-to-face questionnaire addressed to workers who do not commute by bicycle in Bogota, Colombia (N=376). The HMS allowed us to understand the effects of tangible attributes and psychological constructs on the probability of shifting current transportation modes to commuting by bicycle to work. We also obtained the effect of each socioeconomic characteristic on the overall choice of shifting to bicycles. Then, by considering the heterogeneity captured through the psychological constructs, we designed measures based on social identity and some psychological factors of the TPB involving these groups of workers to motivate them to commute by bicycle.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-09-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.sciencedirect.com/science/article/pii/S2213624X24001548/pdfft?md5=71152dec59fd074e0f221fec6e70829e&pid=1-s2.0-S2213624X24001548-main.pdf","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142312393","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 : 2024-09-20DOI: 10.1016/j.cstp.2024.101298
This study assesses the Environmental Management Plans (EMPs) of two major urban transport megaprojects in Bangladesh, MRT Line-6 and BRT Line-3, implemented in Dhaka City to alleviate traffic congestion. The EMPs were evaluated using content analysis, SWOT analysis, and key informant interviews with environmental impact assessment experts. This research identifies the challenges and strengths of these projects, including occupational health and safety management, compensation measures for resettlement, handling cash grievances, emergency response plans, and organized environmental maintenance. The EMPs demonstrate efforts to compensate for greenspace loss by creating new ground coverage along the routes and planting trees and shrubs beneath elevated tracks. Notable weaknesses were observed, including a lack of integration between project proponents and regulatory authorities, absence of monitoring and reporting of impacts, health hazards caused by dust and emissions from equipment and project activities, insufficient traffic management plans, and inadequate health and safety measures for pedestrians during the construction phase. Several measures have been proposed for monitoring the operational phases by designated authorities, such as an environmental treatment plan for wastewater, solid waste management, water supply and sanitation, noise pollution control, and other emission control measures. Unfortunately, the study revealed that the restoration of blue spaces, such as water bodies and wetlands, affected by the megaprojects, was not adequately planned. This study further suggests that transparency and public participation should be ensured during preparation and implementation of EMPs of megaprojects. It also emphasizes the need for an adequate workforce and resources in the Department of Environment (DoE) to monitor EMP implementation effectively.
{"title":"Implementation of environmental management plans in the transport sector development projects: A case study of two mega projects in Bangladesh","authors":"","doi":"10.1016/j.cstp.2024.101298","DOIUrl":"10.1016/j.cstp.2024.101298","url":null,"abstract":"<div><div>This study assesses the Environmental Management Plans (EMPs) of two major urban transport megaprojects in Bangladesh, MRT Line-6 and BRT Line-3, implemented in Dhaka City to alleviate traffic congestion. The EMPs were evaluated using content analysis, SWOT analysis, and key informant interviews with environmental impact assessment experts. This research identifies the challenges and strengths of these projects, including occupational health and safety management, compensation measures for resettlement, handling cash grievances, emergency response plans, and organized environmental maintenance. The EMPs demonstrate efforts to compensate for greenspace loss by creating new ground coverage along the routes and planting trees and shrubs beneath elevated tracks. Notable weaknesses were observed, including a lack of integration between project proponents and regulatory authorities, absence of monitoring and reporting of impacts, health hazards caused by dust and emissions from equipment and project activities, insufficient traffic management plans, and inadequate health and safety measures for pedestrians during the construction phase. Several measures have been proposed for monitoring the operational phases by designated authorities, such as an environmental treatment plan for wastewater, solid waste management, water supply and sanitation, noise pollution control, and other emission control measures. Unfortunately, the study revealed that the restoration of blue spaces, such as water bodies and wetlands, affected by the megaprojects, was not adequately planned. This study further suggests that transparency and public participation should be ensured during preparation and implementation of EMPs of megaprojects. It also emphasizes the need for an adequate workforce and resources in the Department of Environment (DoE) to monitor EMP implementation effectively.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-09-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142322499","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 : 2024-09-14DOI: 10.1016/j.cstp.2024.101297
The high living standards and rapid urbanization have changed local infrastructure and transportation. Electric cars are introduced dynamically in the global and particularly the Cypriot market as they have lower carbon dioxide emissions during movement compared to combustion engines cars. However, a variety of obstacles to the development and acceptance of electric vehicles have emerged. To identify and overcome these obstacles, this paper applies the Political, Economic, Social, Technological, Environmental and Legal (PESTEL) framework to analyse the macro-environment of the electric vehicle industry in Cyprus. The PESTEL factors in the electric car sector were assessed according to the local and European legislation and policies, the difficulties and concerns of the public and the environmental issues in an island where the main source of electricity is the burn of fossil fuels. Finally, a seven year analysis of the fuels prices has also assisted in the identification of the drawbacks and possibilities of this emerging market.
{"title":"Measuring the sustainability of electric vehicles in Cyprus using PESTEL analysis","authors":"","doi":"10.1016/j.cstp.2024.101297","DOIUrl":"10.1016/j.cstp.2024.101297","url":null,"abstract":"<div><p>The high living standards and rapid urbanization have changed local infrastructure and transportation. Electric cars are introduced dynamically in the global and particularly the Cypriot market as they have lower carbon dioxide emissions during movement compared to combustion engines cars. However, a variety of obstacles to the development and acceptance of electric vehicles have emerged. To identify and overcome these obstacles, this paper applies the Political, Economic, Social, Technological, Environmental and Legal (PESTEL) framework to analyse the macro-environment of the electric vehicle industry in Cyprus. The PESTEL factors in the electric car sector were assessed according to the local and European legislation and policies, the difficulties and concerns of the public and the environmental issues in an island where the main source of electricity is the burn of fossil fuels. Finally, a seven year analysis of the fuels prices has also assisted in the identification of the drawbacks and possibilities of this emerging market.</p></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":null,"pages":null},"PeriodicalIF":2.4,"publicationDate":"2024-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142239744","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 : 2024-09-13DOI: 10.1016/j.cstp.2024.101294
This study develops an agent-based intelligent Mobility-as-a-Service (MaaS) simulation model consisting of three types of agents (i.e., MaaS fleet unit, travelers, and central intelligent mobility assignment module) to assess mobility service assignment processes balancing conflicting entities (e.g., demand and supply) within the MaaS ecosystem. The study follows a two-level optimization method (i.e., lower, and upper levels). It employs artificial intelligence and multicriteria decision making to solve two-dimensional mobility assignment problems (demand vs. supply). The novelty of this assignment process is that it implements an intelligence module accounting for the past system performance to make a future assignment decision in favor of both sides of the operation. This study processes 24-hour trip requests extracted from Nova Scotia Travel Activity (NovaTRAC) survey data in real-time. Two scenarios (1-D and 2-D assignments) are compared using the cost criteria, such as total waiting time, empty time, and idle time. The 1-D scenario refers to mobility assignment that emphasizes the demand side only, and the 2-D scenario formulates mobility assignment by balancing the demand and supply sides of the MaaS ecosystem. Experimental results indicate that a MaaS fleet of 350 units is the most balanced fleet in both scenarios. However, the 2-D optimization method reduces the overall supply cost by 25%. Moreover, 2-D operation demonstrates a higher fleet utilization over a considerable period, whereas the 1-D design guarantees a higher fleet utilization only during the peak period. Results of this study provide us with a benchmark for assessing more complex MaaS operation scenarios which will further aid in advancing the operational MaaS ecosystem. Our findings can help policymakers implement cost-effective MaaS solutions supporting sustainable urban mobility and SDG 13: Climate Action.
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