Satya Ranjan Samal, M. Mohanty, Dipti Ranjan Biswal
: The heterogeneous traffic conditions in India is making things more complicated in urban areas. Traffic accidents in India are increasing at an alarming rate due to the rapid growth of motor vehicles in the past few years. The number of accidents drop only at sites where speed restriction techniques are implemented for different vehicle categories, especially at locations like approaches to level crossings, negotiation points at sharp curves, approaches towards intersections, accident prone locations, residential streets, streets closures at schools and hospitals etc. In developing countries like India, speed humps and speed bumps are primarily used as speed reducing devices both in urban and rural areas, which is not the case in developed countries where speed bumps are used only on private grounds and speed humps are mainly used on residential roads in urban areas. The effectiveness of speed reducing devices are reviewed in this study to elaborate best practices and recognise gaps in research to set up few scopes for future research in this area. The literature review revealed that most of the speed humps in developing countries have faulty geometrical dimensions when compared to codal provisions leading to problems among road users. Though traditionally speed humps are known to reduce speed and increase safety, they too have disadvantages like, increase in travel time, increase in vehicle operating cost, decrease in capacity of roads and undesirable experience to drivers and passengers. Rumble strips on safety on rural roads on either side of a pedestrian crosswalks is an option to be further explored. Finally, in view of the Indian road conditions, it is observed that Indian guidelines concerning design of speed humps IRC 99-2018 are not compatible with best practice. Therefore, there is an imperial need to frame new guidelines for different type of roads.
{"title":"A review of effectiveness of speed reducing devices with focus on developing countries","authors":"Satya Ranjan Samal, M. Mohanty, Dipti Ranjan Biswal","doi":"10.5507/tots.2021.018","DOIUrl":"https://doi.org/10.5507/tots.2021.018","url":null,"abstract":": The heterogeneous traffic conditions in India is making things more complicated in urban areas. Traffic accidents in India are increasing at an alarming rate due to the rapid growth of motor vehicles in the past few years. The number of accidents drop only at sites where speed restriction techniques are implemented for different vehicle categories, especially at locations like approaches to level crossings, negotiation points at sharp curves, approaches towards intersections, accident prone locations, residential streets, streets closures at schools and hospitals etc. In developing countries like India, speed humps and speed bumps are primarily used as speed reducing devices both in urban and rural areas, which is not the case in developed countries where speed bumps are used only on private grounds and speed humps are mainly used on residential roads in urban areas. The effectiveness of speed reducing devices are reviewed in this study to elaborate best practices and recognise gaps in research to set up few scopes for future research in this area. The literature review revealed that most of the speed humps in developing countries have faulty geometrical dimensions when compared to codal provisions leading to problems among road users. Though traditionally speed humps are known to reduce speed and increase safety, they too have disadvantages like, increase in travel time, increase in vehicle operating cost, decrease in capacity of roads and undesirable experience to drivers and passengers. Rumble strips on safety on rural roads on either side of a pedestrian crosswalks is an option to be further explored. Finally, in view of the Indian road conditions, it is observed that Indian guidelines concerning design of speed humps IRC 99-2018 are not compatible with best practice. Therefore, there is an imperial need to frame new guidelines for different type of roads.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-10-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86352917","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}
Sarala Gunathilaka, N. Amarasingha, S. Dissanayake, Malika Lakmali
Vehicle Kilometers Travelled (VKT) represents number of kilometers travelled by vehicles during a specific period of time in a specific area of concern. Transportation planners, policy makers, urban planners, and estimators of vehicle emission, energy consumption and fuel-price encourage the calculation of VKT for various analytical purposes. However, in most of the developing countries VKT is not estimated due to data challenges. This study aimed at proposing a household travel survey method for estimating VKT in developing countries where timely VKT data are not available. Also, estimating Personal Kilometers Travelled (PKT) seems important in developing countries, since the majority is using public and non-motorized transport modes rather than personal vehicles in those countries. This proposed method allows to collect data that are needed for estimating both VKT and PKT together with socio demographic information. A case study was conducted in three different regions; Northern, Eastern and Southern areas of Sri Lanka, which is a developing country. Questions were asked regarding to trips in a typical week, trips in holidays, special seasons or vacations, number of passengers travelled, travel modes and, socio demography of the respondent. Pilot surveys were conducted prior to the actual surveys to verify the efficiency of developed questionnaire. Samples were taken satisfying all the selected socio demographic categories within the community. Collected data through surveys were aggregated to annual level and, weighted using relevant census and population data. Weighted VKT and PKT estimates were obtained under each selected socio demographic category. Also, VKT estimates were statistically compared for studying the travel behavior of people across different regions. ANOVA and Post Hoc tests were employed for statistical comparisons. These findings can efficiently be used for transport planning, policy making activities, emission calculations, energy consumption estimations etc. by transport and environmental agencies of the country. The case study revealed the experience of utilizing the household travel survey method in Sri Lanka, making it possible to be replicated in other developing countries as well.
{"title":"Household travel survey method for vehicle kilometers travel estimations: A case study in a developing country","authors":"Sarala Gunathilaka, N. Amarasingha, S. Dissanayake, Malika Lakmali","doi":"10.5507/TOTS.2021.016","DOIUrl":"https://doi.org/10.5507/TOTS.2021.016","url":null,"abstract":"Vehicle Kilometers Travelled (VKT) represents number of kilometers travelled by vehicles during a specific period of time in a specific area of concern. Transportation planners, policy makers, urban planners, and estimators of vehicle emission, energy consumption and fuel-price encourage the calculation of VKT for various analytical purposes. However, in most of the developing countries VKT is not estimated due to data challenges. This study aimed at proposing a household travel survey method for estimating VKT in developing countries where timely VKT data are not available. Also, estimating Personal Kilometers Travelled (PKT) seems important in developing countries, since the majority is using public and non-motorized transport modes rather than personal vehicles in those countries. This proposed method allows to collect data that are needed for estimating both VKT and PKT together with socio demographic information. A case study was conducted in three different regions; Northern, Eastern and Southern areas of Sri Lanka, which is a developing country. Questions were asked regarding to trips in a typical week, trips in holidays, special seasons or vacations, number of passengers travelled, travel modes and, socio demography of the respondent. Pilot surveys were conducted prior to the actual surveys to verify the efficiency of developed questionnaire. Samples were taken satisfying all the selected socio demographic categories within the community. Collected data through surveys were aggregated to annual level and, weighted using relevant census and population data. Weighted VKT and PKT estimates were obtained under each selected socio demographic category. Also, VKT estimates were statistically compared for studying the travel behavior of people across different regions. ANOVA and Post Hoc tests were employed for statistical comparisons. These findings can efficiently be used for transport planning, policy making activities, emission calculations, energy consumption estimations etc. by transport and environmental agencies of the country. The case study revealed the experience of utilizing the household travel survey method in Sri Lanka, making it possible to be replicated in other developing countries as well.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-07-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81481736","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}
Lulusi Lulusia Sugiarto Sugiarto, R. Anggraini, Fadlullah Apriandy, Arif Fadhurrozi, M. Rusdi, D. Basrin
The Bus Reform policy known as Trans Koetardja was adopted and implemented in Banda Aceh of Indonesia in early 2018 to promote bus ridership and to specifically mitigate the dependency on private means of transportation. This system is presently being run as a trial and free of service charge through the subsidy provided by the government of Aceh with the amount being spent projected to escalate by the year 2020 due to expansion in the number of bus lines. There is, however, the plan to introduce bus fare to ease the burden of subsidies on the government but most of those engaged in the ridership are generally students and people from low-income households. Therefore, there is the need to determine an appropriate charge or tariff based on the household's ability to pay (ATP), especially with the focus on the need for low-income people to sustain the subsidy for their daily travel. This study was conducted to determine the ability to pay (ATP) for bus users through the use of travel cost budget (TCB) which is defined as the maximum money allocated by a household for transportation within a month as a constraint. The TCB was classified based on income classes into low-income and medium-high income to ensure simplicity. The research was conducted in 2019 by collecting 450 samples from three Trans Koetardja lines using reveal preference (RP) survey after which Ordinary Least Square (OLS) method was adopted to identify the factors significantly contributing to TCB based on the income classes. Moreover, the ATP for each income class was also determined using the household budget method. The empirical results from the OLS showed the TCB usually allocated by medium-high income households is slightly different from those with low-income as observed with 0.306 million IDR/month (20.85 USD/month) and 0.208 million IDR/month (14.17 USD/Month) while the predicted ATP was 7,397 IDR/trip (0.5 USD/trips) and 2,259 IDR/trip (0.15 USD/trips), respectively. It is, however, important to note that 1 USD = 14,677.73 IDR. Furthermore, the factors observed to be influencing the variation in TCB include age, monthly income, gender, and the number of private cars or motorcycles owned within the household.
{"title":"Travel Cost Budget and Ability of Urban Bus Users to Pay Considering the Income Classes in Indonesia","authors":"Lulusi Lulusia Sugiarto Sugiarto, R. Anggraini, Fadlullah Apriandy, Arif Fadhurrozi, M. Rusdi, D. Basrin","doi":"10.5507/TOTS.2021.006","DOIUrl":"https://doi.org/10.5507/TOTS.2021.006","url":null,"abstract":"The Bus Reform policy known as Trans Koetardja was adopted and implemented in Banda Aceh of Indonesia in early 2018 to promote bus ridership and to specifically mitigate the dependency on private means of transportation. This system is presently being run as a trial and free of service charge through the subsidy provided by the government of Aceh with the amount being spent projected to escalate by the year 2020 due to expansion in the number of bus lines. There is, however, the plan to introduce bus fare to ease the burden of subsidies on the government but most of those engaged in the ridership are generally students and people from low-income households. Therefore, there is the need to determine an appropriate charge or tariff based on the household's ability to pay (ATP), especially with the focus on the need for low-income people to sustain the subsidy for their daily travel. This study was conducted to determine the ability to pay (ATP) for bus users through the use of travel cost budget (TCB) which is defined as the maximum money allocated by a household for transportation within a month as a constraint. The TCB was classified based on income classes into low-income and medium-high income to ensure simplicity. The research was conducted in 2019 by collecting 450 samples from three Trans Koetardja lines using reveal preference (RP) survey after which Ordinary Least Square (OLS) method was adopted to identify the factors significantly contributing to TCB based on the income classes. Moreover, the ATP for each income class was also determined using the household budget method. The empirical results from the OLS showed the TCB usually allocated by medium-high income households is slightly different from those with low-income as observed with 0.306 million IDR/month (20.85 USD/month) and 0.208 million IDR/month (14.17 USD/Month) while the predicted ATP was 7,397 IDR/trip (0.5 USD/trips) and 2,259 IDR/trip (0.15 USD/trips), respectively. It is, however, important to note that 1 USD = 14,677.73 IDR. Furthermore, the factors observed to be influencing the variation in TCB include age, monthly income, gender, and the number of private cars or motorcycles owned within the household.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-06-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75034097","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}
The article deals with the behaviour of pedestrians using a smartphone. The work aims to describe the behaviour of pedestrians using a smartphone while walking and to survey the factors that lead pedestrians to this behaviour. The data gathering was performed at a marked pedestrian crossing without signals in Olomouc. The statistics in question were collected via observation and interviews. A total of 2689 pedestrians were observed and 90 people took part in a structured interview. We observed that 15% of pedestrians use their smartphone while walking. We found out that pedestrians who are holding a smartphone in their hand walk safely across a pedestrian crossing less often, rely on others more often when they are walking in a group, and step into the road more often when cars are supposed to give way to them. Furthermore, we found that pedestrians who were walking in a group and at the same time were on the phone or had on headsets were more likely to be guided by their companions than pedestrians who were not distracted.
{"title":"Smartphones and Pedestrian Behaviour","authors":"Beata Suriakova, M. Šucha","doi":"10.5507/TOTS.2021.004","DOIUrl":"https://doi.org/10.5507/TOTS.2021.004","url":null,"abstract":"The article deals with the behaviour of pedestrians using a smartphone. The work aims to describe the behaviour of pedestrians using a smartphone while walking and to survey the factors that lead pedestrians to this behaviour. The data gathering was performed at a marked pedestrian crossing without signals in Olomouc. The statistics in question were collected via observation and interviews. A total of 2689 pedestrians were observed and 90 people took part in a structured interview. We observed that 15% of pedestrians use their smartphone while walking. We found out that pedestrians who are holding a smartphone in their hand walk safely across a pedestrian crossing less often, rely on others more often when they are walking in a group, and step into the road more often when cars are supposed to give way to them. Furthermore, we found that pedestrians who were walking in a group and at the same time were on the phone or had on headsets were more likely to be guided by their companions than pedestrians who were not distracted.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-06-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82728811","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}
The Driver Behaviour Questionnaire (DBQ) is a universally adopted tool for assessing aberrant driver behaviour. Irrespective of the popularity of the self-report method, the applicability of the DBQ in developing countries like India remained unexamined. The present study aims to analyse the aberrant driver behaviour towards road safety measures using DBQ and investigate demographic variables relationship on aberrant driver behaviour and traffic offences. Exploratory and confirmatory factor analysis supported the original factor structure. Overall, the results showed that the cross-cultural form of the DBQ is a valid and reliable tool for assessing driving behaviour in India. Results provide valuable information about the impact of demographics on driving behaviour, which will help take preventive measures in road design and traffic management in India.
{"title":"Analysis of driver behaviours towards road safety measures using DBQ in the Indian context","authors":"L. Gupta, Shubham Goswami, Rakesh Kumar","doi":"10.5507/TOTS.2021.001","DOIUrl":"https://doi.org/10.5507/TOTS.2021.001","url":null,"abstract":"The Driver Behaviour Questionnaire (DBQ) is a universally adopted tool for assessing aberrant driver behaviour. Irrespective of the popularity of the self-report method, the applicability of the DBQ in developing countries like India remained unexamined. The present study aims to analyse the aberrant driver behaviour towards road safety measures using DBQ and investigate demographic variables relationship on aberrant driver behaviour and traffic offences. Exploratory and confirmatory factor analysis supported the original factor structure. Overall, the results showed that the cross-cultural form of the DBQ is a valid and reliable tool for assessing driving behaviour in India. Results provide valuable information about the impact of demographics on driving behaviour, which will help take preventive measures in road design and traffic management in India.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-06-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73474374","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}
Background Several campaigns on road traffic accidents have been launched by the Federal Road Safety Corps (FRSC) of Nigeria in collaboration with the Beer Sectoral Group (BSG). One such campaign is the "Don't Drink and Drive" intervention launched in 2008. This intervention was initiated to discourage drunk-driving and to improve safety on Nigerian roads through awareness creation. While it is a fact that the the combined enforcement and public education roles of the stakeholders has enormous potentials to tackle drunk driving problems, indigenous empirical evaluation on drivers' exposure and compliance to such DDD messages is scanty. This paper therefore examined motorists' exposure to FRSC's "Don't Drink and Drive" media campaign in South-east, Nigeria and its effects on their compliance levels. Methods A descriptive survey was used to elicit information from 360 registered commercial and private drivers in three selected states (Anambra, Ebonyi and Enugu) in South-eastern region of Nigeria. A multistage sampling approach was adopted in the study. Specifically, a combination of simple random sampling techniques and a purposive sampling procedure was adopted to access respondents across the region under study. Participants volunteered to complete paper version of the questionnaire at their convenience. An independent-samples t-test, a one-way between-groups analysis of variance (ANOVA) and a chi-square test for odd ratio (OR) and relative risks (RR) were performed to test the variables of interests in the study. Results Among other findings, data revealed that in terms of the participants' level of exposure to the DDD campaign, significant differences were observed in age, education, income and number of years spent driving. We also found that drivers' agreement level of the contents of the DDD campaigns was appreciable. Results particularly suggest that the DDD campaigns had a significant impact on drivers' likelihood of avoiding alcohol when driving, reducing alcohol intake at other times and educating others on the danger of drunk driving. Conclusion We conclude that the DDD campaigns might be more effective when policy designers and interventionists concerned with road safety begin to focus on the differences in the demographic characteristics of the drivers. Nonetheless, we advised that the intervention should continue alongside the use of legal back-up (i.e., by imposing some sanctions on drunk drivers) for optimal performance, while campaign efforts should factor in the roles of multiple variables that have been raised in this study.
{"title":"Evaluating the FRSC's \"Don't Drink and Drive\" Media Campaign in South-east, Nigeria: Effects on Motorists' Exposure and Compliance Levels","authors":"Andrew Hyacinth Ngene, L. I. Anorue","doi":"10.5507/TOTS.2021.005","DOIUrl":"https://doi.org/10.5507/TOTS.2021.005","url":null,"abstract":"Background Several campaigns on road traffic accidents have been launched by the Federal Road Safety Corps (FRSC) of Nigeria in collaboration with the Beer Sectoral Group (BSG). One such campaign is the \"Don't Drink and Drive\" intervention launched in 2008. This intervention was initiated to discourage drunk-driving and to improve safety on Nigerian roads through awareness creation. While it is a fact that the the combined enforcement and public education roles of the stakeholders has enormous potentials to tackle drunk driving problems, indigenous empirical evaluation on drivers' exposure and compliance to such DDD messages is scanty. This paper therefore examined motorists' exposure to FRSC's \"Don't Drink and Drive\" media campaign in South-east, Nigeria and its effects on their compliance levels. Methods A descriptive survey was used to elicit information from 360 registered commercial and private drivers in three selected states (Anambra, Ebonyi and Enugu) in South-eastern region of Nigeria. A multistage sampling approach was adopted in the study. Specifically, a combination of simple random sampling techniques and a purposive sampling procedure was adopted to access respondents across the region under study. Participants volunteered to complete paper version of the questionnaire at their convenience. An independent-samples t-test, a one-way between-groups analysis of variance (ANOVA) and a chi-square test for odd ratio (OR) and relative risks (RR) were performed to test the variables of interests in the study. Results Among other findings, data revealed that in terms of the participants' level of exposure to the DDD campaign, significant differences were observed in age, education, income and number of years spent driving. We also found that drivers' agreement level of the contents of the DDD campaigns was appreciable. Results particularly suggest that the DDD campaigns had a significant impact on drivers' likelihood of avoiding alcohol when driving, reducing alcohol intake at other times and educating others on the danger of drunk driving. Conclusion We conclude that the DDD campaigns might be more effective when policy designers and interventionists concerned with road safety begin to focus on the differences in the demographic characteristics of the drivers. Nonetheless, we advised that the intervention should continue alongside the use of legal back-up (i.e., by imposing some sanctions on drunk drivers) for optimal performance, while campaign efforts should factor in the roles of multiple variables that have been raised in this study.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-06-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78885738","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}
Urban transport sustainability is of prime importance for achieving desired urban outcomes which impact economic, social and accessibility dimensions. In many of the growing cities, everyday mobility is influenced by several factors which hinder sustainable and smart transport operations. This study is aimed at identifying the indicators to measure the sustainability of the transport systems, with special focus on urban mobility. A systematic literature review was conducted for this purpose, between 2000 and 2019, from databases including Scopus, Web of Science, KCI-Korean Journal Database, Russian Science Citation Index, and SciELO Citation Index. An assessment of the economic, social, and accessibility indicators of sustainability on urban transport systems was carried out. This research work has allowed the identification of the main indicators of sustainability referred by different researchers in the field of urban transport systems. Based on the careful bibliographic analysis, a set of the identified indicators is proposed so that reviewed indicators can be utilized more objectively and accurately for smart urban mobility patterns. This review study can be helpful in assisting researchers who are exploring to evaluate sustainability perspectives in urban transport systems.
城市交通的可持续性对于实现影响经济、社会和可达性的预期城市成果至关重要。在许多发展中的城市，日常交通受到阻碍可持续和智能交通运营的几个因素的影响。这项研究的目的是确定衡量运输系统可持续性的指标，特别侧重于城市机动性。为此，在2000年至2019年期间，从Scopus、Web of Science、KCI-Korean Journal Database、Russian Science引文索引和SciELO引文索引等数据库中进行了系统的文献综述。对城市交通系统可持续性的经济、社会和可达性指标进行了评估。这项研究工作使人们能够确定城市运输系统领域不同研究人员提到的可持续性的主要指标。在仔细的文献分析的基础上，提出了一套确定的指标，以便更客观、更准确地利用所审查的指标来评估智慧城市交通模式。这一综述研究有助于研究人员对城市交通系统的可持续性进行评估。
{"title":"Evaluating Sustainable Urban Transport Systems: A Review Study for the Identification of Smart Mobility Indicators","authors":"Nazam Ali","doi":"10.5507/TOTS.2021.008","DOIUrl":"https://doi.org/10.5507/TOTS.2021.008","url":null,"abstract":"Urban transport sustainability is of prime importance for achieving desired urban outcomes which impact economic, social and accessibility dimensions. In many of the growing cities, everyday mobility is influenced by several factors which hinder sustainable and smart transport operations. This study is aimed at identifying the indicators to measure the sustainability of the transport systems, with special focus on urban mobility. A systematic literature review was conducted for this purpose, between 2000 and 2019, from databases including Scopus, Web of Science, KCI-Korean Journal Database, Russian Science Citation Index, and SciELO Citation Index. An assessment of the economic, social, and accessibility indicators of sustainability on urban transport systems was carried out. This research work has allowed the identification of the main indicators of sustainability referred by different researchers in the field of urban transport systems. Based on the careful bibliographic analysis, a set of the identified indicators is proposed so that reviewed indicators can be utilized more objectively and accurately for smart urban mobility patterns. This review study can be helpful in assisting researchers who are exploring to evaluate sustainability perspectives in urban transport systems.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73662024","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}
Martin Bärwolffa, Angelika Reinartzb, Regine Gerikea
Existing international studies consistently report increased numbers of pedestrian and cyclist falls in the winter months, particularly in icy/snowy conditions. Until now, reliable information on the factors contributing to these falls has been rare. This study investigates possible correlates of pedestrian and cyclist falls in icy/snowy conditions in Germany and takes into consideration factors such as behavior and surface conditions with the aim to develop recommendations for improving safety for vulnerable road users. As part of this study, 3,300 people in online surveys and 2,100 in field surveys were asked about their experiences and opinions in relation to icy/snowy conditions and winter maintenance. Of those surveyed, 1,100 pedestrians and 2,200 cyclists also reported details about their most recent fall within the last five years. Furthermore, the behavior of 7,000 pedestrians and 4,500 cyclists was observed with cameras in both snowy and other weather conditions. The presence of snow/ice itself was indicated as a reason for three quarters of pedestrian and two thirds of cyclist falls in snowy/icy conditions. For nearly all of the falls in snowy/icy conditions, surfaces were reported as poorly cleared or not cleared at all. Compared to other weather more pedestrians fell on sidewalks and less while crossing the street during snowy and icy conditions. Cyclists increased their speed on downhill sidewalks in dry conditions and reduced their speed in snowy conditions compared to flat or uphill sidewalks. Most cyclists chose to cycle on sidewalks instead of their own dedicated, but not maintained, facilities (even though they are obliged by law to cycle on the carriageway in such cases). In snowy/icy conditions, 5 % of pedestrians varied their pace or step sequence and 8 % of cyclists drove "wavy lines" or made obvious corrective steering movements, particularly on poorly maintained facilities (compared to very few of such observations in other weather conditions). Half of the respondents rated the winter maintenance at pedestrian facilities to be good and three quarters rated the maintenance at public transport stops as good. In contrast, only 12 % rated winter maintenance on cycling facilities as good. Reasons for not being satisfied included poor quality, delay and insufficient frequency of cleaning as well as the type of grit used. The lack of seamless reliably-cleaned cycle routes was listed as a major problem by most respondents. More than 50 % claimed that previously cleaned pedestrian or cyclist facilities were re-covered with snow from clearing the carriageway.
{"title":"Correlates of Pedestrian and Cyclist Falls in Snowy and Icy Conditions","authors":"Martin Bärwolffa, Angelika Reinartzb, Regine Gerikea","doi":"10.5507/TOTS.2021.007","DOIUrl":"https://doi.org/10.5507/TOTS.2021.007","url":null,"abstract":"Existing international studies consistently report increased numbers of pedestrian and cyclist falls in the winter months, particularly in icy/snowy conditions. Until now, reliable information on the factors contributing to these falls has been rare.\u0000This study investigates possible correlates of pedestrian and cyclist falls in icy/snowy conditions in Germany and takes into consideration factors such as behavior and surface conditions with the aim to develop recommendations for improving safety for vulnerable road users.\u0000As part of this study, 3,300 people in online surveys and 2,100 in field surveys were asked about their experiences and opinions in relation to icy/snowy conditions and winter maintenance. Of those surveyed, 1,100 pedestrians and 2,200 cyclists also reported details about their most recent fall within the last five years. Furthermore, the behavior of 7,000 pedestrians and 4,500 cyclists was observed with cameras in both snowy and other weather conditions.\u0000The presence of snow/ice itself was indicated as a reason for three quarters of pedestrian and two thirds of cyclist falls in snowy/icy conditions. For nearly all of the falls in snowy/icy conditions, surfaces were reported as poorly cleared or not cleared at all. Compared to other weather more pedestrians fell on sidewalks and less while crossing the street during snowy and icy conditions.\u0000Cyclists increased their speed on downhill sidewalks in dry conditions and reduced their speed in snowy conditions compared to flat or uphill sidewalks. Most cyclists chose to cycle on sidewalks instead of their own dedicated, but not maintained, facilities (even though they are obliged by law to cycle on the carriageway in such cases). In snowy/icy conditions, 5 % of pedestrians varied their pace or step sequence and 8 % of cyclists drove \"wavy lines\" or made obvious corrective steering movements, particularly on poorly maintained facilities (compared to very few of such observations in other weather conditions).\u0000Half of the respondents rated the winter maintenance at pedestrian facilities to be good and three quarters rated the maintenance at public transport stops as good. In contrast, only 12 % rated winter maintenance on cycling facilities as good. Reasons for not being satisfied included poor quality, delay and insufficient frequency of cleaning as well as the type of grit used. The lack of seamless reliably-cleaned cycle routes was listed as a major problem by most respondents. More than 50 % claimed that previously cleaned pedestrian or cyclist facilities were re-covered with snow from clearing the carriageway.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-04-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79494446","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}
Carla Jakobowsky, F. Siebert, C. Schießl, M. Junghans, Mandy Dotzauer
In Germany, approximately 2.7 million crashes occurred in 2019. Especially vulnerable road users (VRU) have a high risk of being seriously injured or killed in traffic. Within the safe system approach, changes to the traffic infrastructure have been implemented to increase VRU safety. The creation of so-called shared spaces, in which all road users are encouraged to negotiate priority, is part of these efforts. Even though the concept has been known and applied for more than 40 years, comparatively little is known about interactions between different road users and methods to quantify interactions in shared spaces. The aim of this study is to investigate similarities and differences in quantifying the level of severity of encounters between pedestrians and motorised vehicles applying the Swedish traffic conflicts technique (STCT) and the pedestrian-vehicle conflicts analysis (PVCA). The STCT integrates the factors conflicting speed (CS) and time-to-accident (TA) to arrive at a severity level. In contrast, with four factors, the PVCA integrates more elements: time-to-collision (TTC, corresponding to TA), severity of evasive action, complexity of evasive action, and distance-to-collision (DTC). Trajectory and video data of a shared space were recorded using the Application Platform for Intelligent Mobile Units (AIM) in Ulm, Germany. 1364 interactions were randomly selected. Due to different exclusion criteria, such as interaction partners not being a car or pedestrian, missing values, and detection errors, 69 encounters were available for analyses. Using the PVCA, nine encounters were classified as critical and 60 as non-critical interactions. In contrast, computing the values based on the STCT, only three of the 69 encounters were categorised as critical. The results of a Spearman rank correlation did not show a significant correlation between the severity categories of the PVCA and severity levels of the STCT (r = 0.03, p = 0.78). An additional analysis of the encounters ranked as critical by the PVCA but as non-critical by the STCT showed that all six encounters had a large temporal distance (> 2 s) combined with very small spatial distance (< 5 m for vehicles and < 2.5 m for pedestrians). While the PVCA and STCT yielded similar results in most encounters, this could not be confirmed for all. Results indicate that spatial distance may contribute to the severity of encounters between pedestrians and vehicles in a shared space.
{"title":"Why so serious? - Comparing two traffic conflict techniques for assessing encounters in shared space","authors":"Carla Jakobowsky, F. Siebert, C. Schießl, M. Junghans, Mandy Dotzauer","doi":"10.17605/OSF.IO/CZTVN","DOIUrl":"https://doi.org/10.17605/OSF.IO/CZTVN","url":null,"abstract":"In Germany, approximately 2.7 million crashes occurred in 2019. Especially vulnerable road users (VRU) have a high risk of being seriously injured or killed in traffic. Within the safe system approach, changes to the traffic infrastructure have been implemented to increase VRU safety. The creation of so-called shared spaces, in which all road users are encouraged to negotiate priority, is part of these efforts. Even though the concept has been known and applied for more than 40 years, comparatively little is known about interactions between different road users and methods to quantify interactions in shared spaces. The aim of this study is to investigate similarities and differences in quantifying the level of severity of encounters between pedestrians and motorised vehicles applying the Swedish traffic conflicts technique (STCT) and the pedestrian-vehicle conflicts analysis (PVCA). The STCT integrates the factors conflicting speed (CS) and time-to-accident (TA) to arrive at a severity level. In contrast, with four factors, the PVCA integrates more elements: time-to-collision (TTC, corresponding to TA), severity of evasive action, complexity of evasive action, and distance-to-collision (DTC). Trajectory and video data of a shared space were recorded using the Application Platform for Intelligent Mobile Units (AIM) in Ulm, Germany. 1364 interactions were randomly selected. Due to different exclusion criteria, such as interaction partners not being a car or pedestrian, missing values, and detection errors, 69 encounters were available for analyses. Using the PVCA, nine encounters were classified as critical and 60 as non-critical interactions. In contrast, computing the values based on the STCT, only three of the 69 encounters were categorised as critical. The results of a Spearman rank correlation did not show a significant correlation between the severity categories of the PVCA and severity levels of the STCT (r = 0.03, p = 0.78). An additional analysis of the encounters ranked as critical by the PVCA but as non-critical by the STCT showed that all six encounters had a large temporal distance (> 2 s) combined with very small spatial distance (< 5 m for vehicles and < 2.5 m for pedestrians). While the PVCA and STCT yielded similar results in most encounters, this could not be confirmed for all. Results indicate that spatial distance may contribute to the severity of encounters between pedestrians and vehicles in a shared space.","PeriodicalId":52273,"journal":{"name":"Transactions on Transport Sciences","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-01-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73910265","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}
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