Developing socially inclusive transportation policy: transferring the United Kingdom policy approach to the State of Victoria?

The role of transport disadvantage in the social exclusion of low income and marginalised households and communities has received increasing academic and policy interest over the last 10 years or so. Against a backdrop of studies that have predominantly considered this issue within various national contexts, this paper offers a unique opportunity to compare different national context. The paper is informed by a commissioned study for the State of Victoria Department of Transport (Lucas, Study of transport exclusion in the state of Victoria: It doesn’t have to be this way, 2008), which wished to draw lessons from the United Kingdom in order to promote a similar policy agenda for the State. It is the authors’ contention that the issue of transport-related social exclusion is likely receive growing international policy recognition in the context of global recession, associated local job losses and reduced disposable incomes, as well as the ageing structure of most Western societies. The paper seeks to disseminate the important findings of our study about the potential for policy transfer to other national and local contexts to a wider academic, policy and practitioner audience.     

Using bi-level programming to analyze the royalty for private–public partnership projects: the operational quantity-based model

Abstract

This paper develops a royalty negotiation model based on the operating quantity of Build, Operate, and Transfer (BOT) projects for both government and the private sector using a bi-level programming (BLP) approach. The royalty negotiation is one of many critical negotiation items of a concession contract. This study develops a royalty negotiation model to simulate the negotiation behavior of two parties, and derives the heuristic algorithm for the BLP problem. A number of factors are incorporated into this algorithm including the concession rate, the time value discount rate, the learning rate, and the number of negotiations. The paper includes a case study of the Taipei Port Container Logistic BOT Project. The results show that the two parties involved completed royalty negotiation at the sixth negotiation stage. The findings show that the government can receive a royalty from the concessionaire, calculated at 0.00386% of the operating quantity of this BOT project. Therefore, the royalty negotiation model developed here could be employed to explain negotiation behavior.     

Implementing the maximum likelihood methodology to measure a driver’s critical gap

Most of the capacity calculation procedures for two-way stop-controlled (TWSC) intersections are based on gap acceptance models. Critical gap is one of the major parameters for gap acceptance models. The accuracy of capacity estimation is mainly determined by the accuracy of the critical gap. This paper focuses on the implementation of the maximum likelihood technique to measure a driver’s critical gap using field data. A methodology to define gap events is proposed, so that the accepted gaps and maximum rejected gaps required by the maximum likelihood technique could be obtained. Specific issues regarding multi-lane situations and major street right turn movement are discussed. Special conditions observed during the research are addressed when the proposed method cannot be applied directly, such as the existence of a mid-block refuge area where minor street drivers can seek gaps in a two-stage process, pedestrian blockage, and downstream queue spill back. The proposed method was adopted in measuring critical gap under US conditions during a research project, described by Kyte et al. (1996). ©     

A new fuzzy approach to estimate the O–D matrix from link volumes

Abstract

Estimation of the origin–destination (O–D) trip demand matrix plays a key role in travel analysis and transportation planning and operations. Many researchers have developed different O–D matrix estimation methods using traffic counts, which allow simple data collection as opposed to the costly traditional direct estimation methods based on home and roadside interviews.

In this paper, we present a new fuzzy model to estimate the O–D matrix from traffic counts. Since link data only represent a snapshot situation, resulting in inconsistency of data and poor quality of the estimated O–Ds, the proposed method considers the link data as a fuzzy number that varies within a certain bandwidth. Shafahi and Ramezani's fuzzy assignment method is improved upon and used to assign the estimated O–D matrix, which causes the assigned volumes to be fuzzy numbers similar to what is proposed for observed link counts. The shortest path algorithm of the proposed method is similar to the Floyd–Warshall algorithm, and we call it the Fuzzy Floyd–Warshall Algorithm. A new fuzzy comparing index is proposed by improving the fuzzy comparison method developed by Dubois and Prade to estimate and compare the distance between the assigned and observed link volumes. The O–D estimation model is formulated as a convex minimization problem based on the proposed fuzzy index to minimize the fuzzy distance between the observed and assigned link volumes. A gradient-based method is used to solve the problem. To ensure the original O–D matrix does not change more than necessary during the iterations, a fuzzy rule-based approach is proposed to control the matrix changes.     

Children’s mode choice for the school trip: the role of distance and school location in walking to school

Rising levels of childhood obesity in the United States and a 75% decline in the proportion of children walking to school in the past 30 years have focused attention on school travel. This paper uses data from the US Department of Transportation’s 2001 National Household Travel Survey to analyze the factors affecting mode choice for elementary and middle school children. The analysis shows that walk travel time is the most policy-relevant factor affecting the decision to walk to school with an estimated direct elasticity of −0.75. If policymakers want to increase walking rates, these findings suggest that current policies, such as Safe Routes to School, which do not affect the spatial distribution of schools and residences will not be enough to change travel behavior. The final part of the paper uses the mode choice model to test how a land use strategy—community schools—might affect walking to school. The results show that community schools have the potential to increase walking rates but would require large changes from current land use, school, and transportation planning practices.

The Contribution of Benefit-in-Kind Taxation Policy in Britain to the ‘Peak Car’ Phenomenon

Car use per person has historically grown year-on-year in Great Britain since the 1950s, with minor exceptions during fuel crises and times of economic recession. The ‘Peak Car’ hypothesis proposes that this historical trend no longer applies. The British National Travel Survey provides evidence of such an aggregate levelling off in car mileage per person since the mid-1990s, but further analysis shows that this is the result of counter trends netting out: in particular, a reduction in per capita male driving mileage being offset by a corresponding increase in female car driving mileage. A major contributory factor to the decline in male car use has been a sharp reduction in average company car mileage per person. This paper investigates this aspect in more detail. Use of company cars fell sharply in Britain from the 1990s up to the 2008 recession. Over the same period, taxation policy towards company cars became more onerous, with increasing levels of taxation on the benefit-in-kind value of the ownership of a company car and on the provision of free fuel for private use. The paper sets out the changes in taxation policy affecting company cars in the UK, and looks at the associated reductions in company car ownership (including free fuel) and patterns of use. It goes on to look in more detail at which groups of the population have kept company cars and in which parts of the country they have been most used, and how these patterns have changed over time. A preliminary investigation is also made of possible substitution effects between company car and personal car driving and between company car use and rail travel. Clearly, the role of the company car is only one of many factors that are contributing to aggregate changes in levels of car use in Great Britain, alongside demographic changes and a wide range of policy initiatives. But, company car use cannot fall below zero, so the effect of declining year-on-year company car mileage suppressing overall car traffic levels cannot continue indefinitely.     

Educating parents to support children’s road safety: a review of the literature

ABSTRACT

This narrative review synthesised the limited work that has been carried out into road safety education targeting parents. Parent education appeared to have a positive impact on child safety seat use and children’s bike helmet use, but results regarding the impact of parent education on pedestrian safety were mixed. The review highlighted important gaps in the literature. A key gap being identifying effective ways to engage parents of low socioeconomic and ethnic minority backgrounds. Further, another gap is understanding effective ways to engage and support parents of children with additional needs to build their children’s road safety skills. There is some evidence that parent education has a positive impact on these “at-risk” groups, but little work on how to engage with these groups and the type of parent education required.     

Tracks to Change or Mixed Signals? A Review of the Anglo-Saxon Literature on the Economic and Spatial Impacts of High-Speed Rail

ABSTRACT

The economic development and spatial impacts of high-speed rail (HSR) are quite varied and mixed. Studies of economic impacts of HSR fall into two categories: predictions and empirical observations. We first review studies that examine predicted HSR impacts related to job growth, real estate development, and other economic effects. These are followed by studies examining observed effects of realized projects using the same categories. Several patterns emerge. Predictive studies are largely optimistic of the rail's positive effects. On the other hand, observational studies tend to identify both benefits and shortfalls. Yet, neither of these patterns are universal and depend on a number of other factors. One consistent pattern is that gains associated with HSR appear to be stronger in first-tier cities. Nevertheless, certain small towns and second-tier cities have undergone noteworthy transformations as a result of HSR, especially where the public sector has actively pursued new investment.     

Employer travel plans,cycling and gender: will travel plan measures improve the outlook for cycling to work in the UK?

Cycling is a ‘green’ alternative to commuting by car yet it makes up only a small percentage of journeys in the UK. Here we examine the commuter habits of three companies in Hertfordshire, UK. These provide contrasting case studies allowing examination of travel behaviour in relation to gender and employer travel plans. Women are known to commute shorter distances, yet are less likely to cycle. A variety of cultural and trip characteristics can account for this yet more detailed analysis reveals that some generalisations do not apply. Organisational initiatives to increase cycle commuting were perceived more positively by men than women and this suggests provision of cycling facilities in travel plans will not be effective for organisations employing a large proportion of women. However, this hides a subgroup of women who have access to a cycle and live near enough to cycle who are more positive about cycle facilities. A variety of cultural and societal constraints on cycle use are considered. Measures to encourage cycling in employer travel plans must reflect the gender balance in the organisation as well as recognised geographical and organisational factors.     

Where to dispose of urban green waste? Transportation planning for the maintenance of public green spaces

Urban green spaces provide various social and environmental benefits that strongly improve the quality of life in a city. Municipalities are responsible for maintaining their green spaces in order to preserve these potentials. This paper supports municipalities in planning the transportation and disposal logistics of the green waste that is produced by the maintenance activities. The approach combines ecological issues like the seasonality of green waste generation and different types of biomass with economically driven decision making. We show how to determine cost efficient transportation plans for the disposal logistics and how to capture the seasonality of green waste generation when booking capacities at disposal facilities. It is also shown how a municipality can select the disposal facilities to cooperate with in a competitive environment where facilities offer capacities at differing conditions, as is the case for disposal sites that dump the green waste and for conversion plants that use the biomass for producing renewable energy. We illustrate the approach using case data of a major city in Germany.     

How to Capture the Passengers’ Point of View on a Transit Service through Rating and Choice Options

Abstract

In this paper, a methodology for capturing the transit passenger’s point of view by using both rating and choice options is proposed. For this purpose, some discrete choice logit models are introduced; the models allow the probability of choice of some alternative transit services to be calculated, and the importance of each service aspect to be determined. The models are calibrated by using data collected by a survey in which a stated preferences experiment was proposed to a sample of passengers, and some judgements were expressed by them about their transit services, in terms of perceptions and expectations. The introduced methodology provides a relevant contribution from a practical viewpoint because it allows the identification of the most important aspects on overall service quality; it is useful to the transit operators for measuring service quality and for investing on the various service aspects in order to effectively improve transit services.     

Drivers’ willingness-to-pay to reduce travel time: evidence from the San Diego I-15 congestion pricing project

The adoption of congestion pricing depends fundamentally upon drivers’ willingness to pay to reduce travel time during the congested morning peak period. Using revealed preference data from a congestion pricing demonstration project in San Diego, we estimate that willingness to pay to reduce congested travel time is higher than previous stated preference results. Our estimate of median willingness to pay to reduce commute time is roughly $30 per hour, although this may be biased upward by drivers’ perception that the toll facility provides safer driving conditions. Drivers also use the posted toll as an indicator of abnormal congestion and increase their usage of the toll facility when tolls are higher than normal.     

Optimization of the Construction Scheme for a PBA Metro Station Adjacent to an Existing Metro Tunnel北大核心CSCD

The Olympic Park Station crossing the existing Datun-Road tunnel covers a long distance and closely approaches an existing metro tunnel. Initially, the PBA construction method was adopted with eight pilot tunnels. In light of the tunnel group cavern effect and the surrounding soft silty clay with abundant water, the construction risks were very. Optimization of the metro station construction scheme was conducted, and the four pilot tunnels at the downside were cancelled and replaced with long drill hole grouting piles. Construction technology for a large-diame-ter pile for a bored pilot tunnel was adopted based on the engineering characters of the PBA method using four pilot tunnels. Monitoring on the Datunlu tunnel structure was performed during metro station construction and the results indicate that the construction scheme for the station’s main structure was rational; the new construction technology ensures construction safety for the existing tunnel and metro structure. © 2018, Editorial Office of "Modern Tunnelling Technology". All right reserved.     

Do new sources of traffic data make the application of Chaos Theory to traffic management a realistic possibility?

Current signal systems for managing road traffic in many urban areas around the world lack a coordinated approach to detecting the spatial and temporal evolution of congestion across control regions within city networks. This severely inhibits these systems’ ability to detect reliably, on a strategic level, the onset of congestion and implement effective preventative action. As traffic is a time-dependent and non-linear system, Chaos Theory is a prime candidate for application to Urban Traffic Control (UTC) to improve congestion and pollution management. Previous applications have been restricted to relatively uncomplicated motorway and inter-urban networks, arguably where the associated problems of congestion and vehicle emissions are less severe, due to a general unavailability of high-resolution temporal and spatial data that preserve the variability in short-term traffic patterns required for Chaos Theory to work to its full potential. This paper argues that this restriction can now be overcome due to the emergence of new sources of high-resolution data and large data storage capabilities. Consequently, this opens up the real possibility for a new generation of UTC systems that are better able to detect the dynamic states of traffic and therefore more effectively prevent the onset of traffic congestion in urban areas worldwide.     

What Happened to the National Road Carrier in a Post‐Communist Country? The Case of Poland's State Road Transport

Abstract

The purpose of this article is to seek to reconstruct the ownership transformation involving Poland's State Road Transport (PKS) companies passed through after 1990. Data collected from various sources (above all the Internet) were used to establish the degree of advancement of the transformation processes. Despite the passage of 18 years since the new economic reforms were launched, privatization processes are not well advanced. State ownership remains dominant, in the form of Treasury companies as well as state‐owned enterprises. Privatization processes have encompassed fewer than half of all firms, the most popular form taken (in about a quarter of all analysed cases) involving leasing by workers. This would seem of major interest, attesting as it does to the greater activity of some worker's teams, as well as the passive role of the state in privatization processes. A much smaller number of firms (26) have been purchased by external investors, the only important international concern among these being Veolia, which had taken control of 11 PKS companies as of mid‐2006. By and large, it is the firms carrying passengers or passenger and goods that are in a much better situation, as opposed to the companies that are commodity‐carriers only. The majority of the latter have collapsed, or have undergone the kind of privatization that involves simultaneous shutdown. Mixed passenger and goods carriers have had to reduce their level of activity in commodity transport.     

Reduced dwell times resulting from train–platform improvements: the costs and benefits of improving passenger accessibility to metro trains

Abstract

This paper examines whether a dwell time reduction on a high-intensity metro service, as a result of a series of accessibility enhancements, can contribute to an increased level of service and accessible public transport for passengers together with a reduction in costs for the operator. Actual train operation data were collected by on-site observations and from London Underground Ltd. A simple simulation is built to represent the effect on the overall cycle times of trains if certain parameters (e.g. dwell time) are changed. Four models are developed, concerning: (1) step height between train and platform, (2) an assumption of passenger service time to be no longer than 20 s, (3) door width and (4) the combination of step height and door width. From the application of the models it appears that the fourth model provides the highest reduction in dwell time and diminishes the overall cycle times of trains. However, it is the most expensive to implement as it requires work to raise platforms and the purchase of new rolling stock.     

Justice in transport as justice in accessibility: applying Walzer’s ‘Spheres of Justice’ to the transport sector

This paper seeks to provide a theoretical basis for a distributive approach to transport. Using the theory developed by Michael Walzer in his ??Spheres of Justice?? (1983), I argue that the transport good, defined as accessibility, should be distributed in a so-called separate sphere, i.e. independent from the way in which other key goods, like money or power, are allocated. I subsequently explore what kind of justice principle could guide the distribution of the transport good, once a separate sphere would be established. This preliminary exploration results in the elimination of a number of widely supported distributive principles, and in the tentative identification of a criterion matching the particularities of the transport good. The explorations in the paper are not intended as final answers, but rather seek to open the debate about the need for an explicit distributive transport policy and the distributive principle that should guide such a policy.