International Journal of Sustainable Transportation最新文献

This paper provides a review of the literature on ride-hailing applications (RHA) in Southeast Asia (SEA) to enhance the understanding of RHA’s impacts on the urban transportation sector and to inform related planning and regulatory efforts in the context of developing countries. The conceptual framework is based on the stakeholder approach, which identifies three groups of stakeholders: the demand-side, the supply-side, and the public-sector stakeholders. A search on scholarly databases yielded 49 related articles. The results of the review illustrate certain similarities between RHA services in SEA with those reported from developed countries, such as the socio-economic profile of the users. However, several observations unique to the SEA context were also revealed, including (1) the dominance of motorcycles; (2) commuting as the main RHA trip purpose; (3) a higher frequency of RHA use; and (4) a significant proportion of full-time RHA drivers. The review also highlighted research gaps in the literature of RHA in SEA, particularly on how RHA can influence travelers’ behavior, its effects on the incumbent transport operators, and its environmental impacts.

This research provides new evidence about the relationship between online and in-store shopping. This article uses data for England from the UK National Travel Survey (NTS) which covers a full week and also provides information about grocery shopping practices (online and in-store). We examine the effects of online purchases on the grocery shopping practices of working couples and their related CO₂ emissions. Our analysis reveals a substitution effect between in-store trips and online shopping combined with home delivery and a 37% reduction in household CO₂ emissions for grocery shopping. It appears that buying groceries online combined with a home delivery system makes it possible to significantly cut emissions for grocery shopping trips, or at least to offset the effects of in-store trips by the households with the highest emissions. No rebound effect is observed for other trip motives, i.e. it is not because people make fewer trips for in-store grocery shopping that they make more trips for leisure, personal or other motives.

The paper deals with a new variant of the profitable tour problem with electric vehicles. In order to avoid one of the main disadvantages encountered in this type of problem, i.e. the idle time imposed by recharging the battery, we propose a version where this operation is synchronized with lunch breaks. Such a policy requires multi-period agreements with clusters of restaurants. It leads to the multi-period profitable tour problem with electric vehicles and mandatory stops. This problem arises in scenarios of tourist trip design, blood mobile collection, or street marketing activities planning when the fleet is composed of electric vehicles. A mathematical model and a Branch-and-Price algorithm are proposed. In the solution method, the subproblem is solved following two different approaches, one exact approach using elementary paths and a relaxed approach allowing ng-paths. The numerical tests on instances with up to 100 clients and 3 periods show that both approaches produce excellent quality solutions in a very reasonable amount of time.

In 2018, Swiss citizens voted for fostering cycling to be included in the Swiss Constitution. This national vote and a post-vote survey among a representative sample of citizens bring insight into the varying propensity to support cycling among the population. The main explanatory factor is participants’ current cycling practices: cyclists were much more likely to vote positively, as they are more aware of the lack of infrastructure. Non-cyclists were more reluctant, perhaps because they do not wish to challenge the dominant system of automobility. The second most important factor is a right–left political gradient. People on the left were more likely to vote positively and to agree with the arguments for the inclusion of cycling in the Constitution (safety, reduction of congestion, environmental and health benefits), while people on the right were more likely to agree with counterarguments (cycling network already excellent, federalism, unfair to foster cycling). Support for the vote did not vary significantly between social classes, ages or residential contexts. Women, who cycle less than men, voted more in favor and were more concerned about safety, which may be interpreted as a latent demand to cycle. A desire to “catch up” was also observed on the regional level: cantons with a low modal share of cycling were characterized by a higher acceptance rate.

Urban communities should now build in specific measures, addressing multimodality and fair distribution of public space. The transformation of arterials into multimodal corridors can be a key strategy that will shape new futures. The social acceptance of “push” measure that aim to modify road space allocation have never been examined following quantitative research methods. This study aspires to fill this gap now, as it is inspired by the great debate opened in Athens, Greece about “pop-up” interventions implemented in Panepistimiou Avenue. To explore the social acceptance factors, a rating experiment is designed by developing hypothetical scenarios, which are evaluated by different road users, daily car drivers, motorcycle riders, public transport (PT) users, cyclists, and walkers. A 5-point Likert Scale is utilized, and the collected observations are processed using ordinal logistic regression methods. The main findings suggest that the majority of the participants opted for solutions that ensured a rather equal or balanced space distribution, regardless of their preferred transport mode. Car users were willing to exchange their space, and consequently experience higher travel times for the greater benefit of the city, while public transport users, daily cyclists and walkers recognize the importance to maintain a good level of service for car users too. A surprising finding from this study case is that any increase in a pedestrian area, which is already sufficiently wide, influences negatively social acceptance, while the installation of a cycle lane reports considerably high probability to be accepted from all user groups.

In this paper, we study observed cycling distances within an accessibility framework, using data from the Netherlands, the Copenhagen Metropolitan Area and the Freiburg Region. As a scope, we look at outbound trips in home-based tours which include a single destination. We relate these observed cycling distances to a rich set of explanatory variables using both quantile and ordinary least square regression models. The results provide evidence that cycling distances are similarly distributed in all three regions. Most cycling distances are rather short, with a median of only two and a mean of three kilometers. These values vary depending on the type of activity at the destination, gender and age of the traveler and the type of bicycle that has been used. Moreover, a few remarkable differences have been found between the three regions, such as substantially different effects of age and e-bike use on observed cycling distances. Noteworthy is the missing effect of urban density. The findings of this research provide urban planners with differentiated information about how far people cycle to daily-life destinations. As shown for the example of the “15 minutes city,” the outcomes can also be used to refine existing concepts of bicycle accessibility. Finally, this research offers valuable insights into three of Europe’s most developed bicycle cultures.