Capabilities and Radicalism: Engineering Accessibility in the 21st century

Abstract

Engineering bridges the gap between, on the one hand, that mix of philosophy and politics that we call policy and, on the other, the physical implementation of the means to put policy into practice. Starting with a brief outline of the nature of accessibility, why it is important and how in some cases a person might be disabled by a lack of accessibility, this article – based on the author's Inaugural Lecture given at University College London in February 2005 – turns to consider how a person's needs challenge their capabilities (i.e. what they can do) and considers a radical approach to understanding people's capabilities in the implementation process. Next, the formation of policy intentions in order to permit, encourage and implement the engineering of appropriate solutions is discussed and conclusions drawn about how this affects work in the transport domain. Perhaps we need to look at the world in a different way before we can make it a better place.     

Airport ground transportation management: moving towards the turn of the century

Over the last fifty years ground transportation management (GTM) has slowly evolved into a major function at most larger airports. However, during this time there has been relatively little written discussing the idea, organization structures or duties included within this functional activity. This paper reviews and updates the limited, earlier research. This study replicates initial work done in 1989 and thus provides a short longitudinal view of the airport GTM function. The final results demonstrate the current position of GTM and suggest trends for the future.     

A logit-based model for measuring the effects of transportation infrastructure on land value

Mutual interactions between transportation and land use have long been debated. Despite progress made in computational technology, the study of these interactions is not adequately developed. The most important aspect of such interactions is given by the changes in land values due to changes in transportation infrastructures. We consider the behavioural features of these interactions along with the constraints on the land and/or zoning restrictions and propose a reliable model for the first time to predict land value changes with respect to changes in transportation facilities and accessibility. The proposed model is a logit-based mathematical programming methodology where the relative price of land is predicted with respect to transportation accessibility, neighbourhood amenities, location premium, availability of land, and zoning regulations. A real-world case study is used to exhibit the applicability of the proposed methodology and demonstrate the efficacy of the algorithms and procedures.     

Active transportation and physical activity: opportunities for collaboration on transportation and public health research

Physically inactive lifestyles are a major public health challenge, and research in the transportation field on influences on the choice to walk and bike may provide guidance toward solutions. In the interests of promoting effective collaboration among the transportation, planning, and health fields, the current paper was written to fulfill three purposes. The first purpose was to summarize the transportation and planning studies on the relation between community design and non-motorized (“active”) transport and to interpret these studies from a health perspective. The second purpose was to summarize studies from the health literature that examine the relation between physical environmental variables and leisure-time physical activity that have relevance for transportation research. The third purpose was to promote more collaboration among transportation, planning, and health investigators by identifying opportunities for transdisciplinary research.     

Provision of accessible transportation alternatives for the transportation handicapped in Taiwan

Four transportation handicapped groups are identified in Taiwan (impaired ambulation, visually impaired, aged, and others) and nine accessible transportation alternatives are proposed. The costs and potential ridership for these nine alternatives in the Taipei area are estimated. Using analytic hierarchy process (AHP) and multicriteria evaluation with qualitative and quantitative data (MEQQD) methods, the most appropriate accessible transportation alternatives for each of the four handicap groups are selected. It is found that the best accessible transportation alternative for the impaired ambulation, the aged, and others would be a demand-responsive lift-equipped specialized van, while half-fare subsidized taxi would be the second-best option. By contrast, the best alternative for the visually impaired would be half-fare subsidized taxi, while conventional bus with broadcast equipment would be the second-best choice.     

A justice-theoretic approach to the distribution of transportation benefits: Implications for transportation planning practice in the United States

Transportation improvements inevitably lead to an uneven distribution of user benefits, in space and by network type (private and public transport). This paper makes a moral argument for what would be a fair distribution of these benefits. The argument follows Walzer’s “Spheres of Justice” approach to define the benefits of transportation, access, as a sphere deserving a separate, non-market driven, distribution. That distribution, we propose, is one where the maximum gap between the lowest and highest accessibility, both by mode and in space, should be limited, while attempting to maximize average access. We then review transportation planning practice for a priori distributional goals and find little explicit guidance in conventional and even justice-oriented transportation planning and analyses. We end with a discussion of the implications for practice.     

Challenges and opportunities for transportation: Implementation of the clean air act amendments of 1990 and the intermodal surface transportation efficiency act of 1991

The Federal Clean Air Act Amendments of 1990 (CAAA) may be the most powerful of all environmental laws affecting transportation. They are intended to significantly affect transportation decision-making, not only to achieve air quality goals but also to affect broader environmental goals related to land use, travel mode choice, and reductions in vehicle miles traveled. The CAAA require greater integration of transportation and air quality planning, and assign a greater responsibility to transportation plans and programs for reducing mobile source emissions. By expanding the requirements for determining the conformity of transportation plans, programs, and projects with State Implementation Plans for air quality, and by expanding the use of highway funding sanctions to enforce those requirements, the CAAA ensure a continuing linkage between transportation and environmental goals.While the CAAA give transportation and air quality decision-makers the mandate to better coordinate their respective planning processes, the Intermodal Surface Transportation Efficiency Act of 1991 offers the tools to help carry out that mandate. Consequently, this paper summarizes the transportation and air quality provisions of both of these Acts and their relationships.     

Exploring transportation equity: Development and application of a transportation justice framework

Recent efforts to emphasize social equity in transportation are emerging as local, regional and national governments have set initiatives to identify, existing and potential, disproportionate impacts to low-income and minority populations, also referred to as transportation justice (TJ). Currently, there are suggested methods for identifying transportation justice areas; however, there is no streamlined method instituted across transportation agencies. Each jurisdiction identifies transportation justice (or environmental justice) areas based on their own methodology, typically based on either average regional thresholds, graduated thresholds, or a more unique in-house index methodology. This research explores and evaluates existing methods and develops a rigorous and comprehensive method called the Transportation Justice Threshold Index Framework (TJTIF) using Geographic Information Systems (GIS), as well as factors based on demographics, socio-economics, and transportation/land use. The framework is applied to a case study region in Pennsylvania reflective of the Marcellus Shale impact area, highlighting Sullivan County, PA. The methodology and the case study application serve as an example for how transportation agencies throughout the country can promote social sustainability and enhance transportation equity.     

An integrated transportation decision support system for transportation policy decisions: The case of Turkey

From the point of view of the feasibility of providing growth in road capacity parallel to the predicted growth in traffic as well in terms of impact on the environment and health, current trends in transportation are unsustainable. Transport problems are expected to worsen due to the fact that worldwide automobile ownership tripled between 1970 and 2000, and the movement of goods is projected to increase by 50% by 2010. Similar trends can be seen in an even more dramatic way in Turkey. The Turkish transport network has not followed a planned growth strategy, due to political factors. There is no transportation master plan which aims to integrate the transport modes in order to provide a balanced, multimodal system. This study proposes a decision support system that guides transportation policy makers in their future strategic decisions and facilitates analysis of the possible consequences of a specific policy on changing the share of transportation modes for both passenger and freight transportation. For this purpose, based on the wide spectrum of critical issues encountered in the transportation sector, several scenarios have been built and analysed.     

Suburban congestion: Recommendations for transportation and land use responses

Transportation congestion is reaching intolerable levels in many urban and suburban areas in the US. Reliance upon traditional responses, such as transit and new highway capacity, is not working — especially in suburban areas. Although methods for dealing with suburban congestion are often different, there are a number of common features that must be considered in developing short term as well as more permanent and long lasting solutions. In proposing short term solutions, a Menu of Actions is described. It includes transportation actions (the traditional transit and transportation management options) where there are opportunities for getting more out of the existing systems; land use/growth management actions which will result in more rational land use-transportation interactions; financial incentives, to encourage or discourage appropriate actions; more comprehensive and systematic land use and transportation planning; and the organizational and institutional actions required to implement rational solutions.While the Manu of Actions provides a broad array of possible actions to provide relief in the short run, over time the growth in traffic is likely to outpace their effectiveness. Consequently, longer term and often more difficult solutions must be considered and implemented as appropriate. They could include changes in land use development and land use management policies; changes in lifestyle and business practices; improvements through technological innovation; changes in the traditional ways of providing transportation services; and greatly expanded research and development.     

Sustainability: A vital concept for transportation planning and development

The current pattern of metropolitan transportation and land development in the majority of countries around the world appears to be increasingly unsustainable from both an economical and environmental perspective. Many factors point to the need for adoption of a new paradigm for sustainable transportation and development in both high and low income countries—burgeoning populations, growing air pollution, limits on global petroleum reserves, limited physical and economic capacity to expand automobile-based transportation systems without community destruction, and the urgent need to limit global CO₂ emissions to slow the pace of global warming. This paper outlines some of the conceptual differences between the current paradigm for transportation planning and an emerging paradigm for sustainable transportation and land development. It compares the US and European patterns of transport and land development, which often inspire transportation decision-makers and planners in developing countries. The paper reviews the patterns of development in the cities of several developing countries, identifying policies than can enhance sustainability.     

道路运输企业发展甩挂运输的效益研究

甩挂运输是一种先进的运输组织方式,是提高道路运输效率的重要手段,对于促进节能减排,推动道路运输业的发展具有重要意义。本文针对某一具体甩挂运输企业构建数学模型并从固定成本、变动成本两个方面对其进行经济效益评价,从油耗、二氧化碳排放量和污染物排放量三个方面进行节能减排评价,进而论证得出了甩挂运输具有提高经济效益和节能减排的优势。     

A private matter: the implications of privacy regulations for intelligent transportation systems

The rapid development and deployment of Intelligent Transportation Systems (ITS) that utilize data on the movement of vehicles can greatly benefit transportation network operations and safety, but may test the limits of personal privacy. In this paper we survey the current state of legal and industry-led privacy protections related to ITS and find that the lack of existing standards, rules, and laws governing the collection, storage, and use of such information could both raise troubling privacy questions and potentially hinder implementation of useful ITS technologies. We then offer practical recommendations for addressing ITS-related privacy concerns though both privacy-by-design solutions (that build privacy protections into data collection systems), and privacy-by-policy solutions (that provide guidelines for data collection and treatment) including limiting the scope of data collection and use, assuring confidentially of data storage, and other ways to build trust and foster consumer consent.     

Urban transportation and the press: A survey of editorial opinion

The editorial opinions expressed in the news press can provide information on which issues are currently prominent concerns of the public, and on how public opinion may be aligned on those issues. A survey of all urban transportation-related editorials appearing in a sample of 155 U.S. newspapers during a period of 19 months in 1973–74 revealed that a number of issues related to transit financing, transit and highway investment, bicycles, and the transportation planning process were currently under debate in the urban press. This paper presents the survey's findings regarding the incidence and viewpoint of articles on these and other issues. Transit financing concerns clearly emerged as the most frequently discussed, and some agreement in editorial viewpoint was also found. The paper concludes with the authors' subjective observations on the scope and style of editorial discussion of urban transportation issues.This paper was prepared as background work for a recently-published essay on urban transportation problems (Kemp and Cheslow, 1976). The opinions expressed are those of the authors, and do not necessarily reflect the views of The Urban Institute or its sponsors.     

联网售票公路客运的光荣与梦想

北京市区共有11家长途客运站,在2004年12月之前,互相之间的发车信息沟通缺乏渠道,互相之间不能实现互售.出行者购票,并不知道各站的具体班次,也不知道去哪个站可以买到,加之公路客运的特点是一段时期内变化较大,班次和发班时间往往根据季节和客流量多有调整,出行人更是难以把握.     

Timing of methanol supply and demand: Implications for alternative transportation fuel policies

The use of methanol as a transportation fuel may help the United States substantially reduce oil imports. However, significant reductions in U.S. oil imports will require that the current world methanol industry be much larger than it now is. This paper examines potential expansion rates of the world methanol industry. These expansion rates are used to determine the potential underutilization of flexible fuel vehicles caused by limitations on methanol supply. Depending on the specific comparison, methanol supply can be a constraint in the earlier years of methanol's use which limits the ability of the United States to substitute large volumes of oil with methanol.     

Innovative systems for the transportation disadvantaged: Toward more efficient and operationally usable planning tools

When considering innovative forms of public transport for specific groups, such as demand responsive services, the challenge is to find a good balance between operational efficiency and 'user friendliness' of the scheduling algorithm even when specialized skills are not available. Regret insertion-based processes have shown their effectiveness in addressing this specific concern. We introduce a new class of hybrid regret measures to understand better why the behaviour of this kind of heuristic is superior to that of other insertion rules. Our analyses show the importance of keeping a good balance between short- and long-term strategies during the solution process. We also use this methodology to investigate the relationship between the number of vehicles needed and total distance covered - the key point of any cost analysis striving for greater efficiency. Against expectations, in most cases decreasing fleet size leads to savings in vehicle mileage, since the heuristic solution is still far from optimality.     

British location rents: an interpretation of the dual transportation problem for commodity flows

The transportation problem is solved for a number of commodity flow matrices for Britain for 1972. The commodities were selected because of the likelihood of the transportation problem producing a relatively good fit. Commodities were also chosen when it was thought that accessibility was a key location factor. The rationalisation of the interpretation of the dual values as shadow prices and location rents is outlined and, after discussing the merits of alternative means of analysing and presenting the dual values, the distribution of these values are compared with the actual location of industry. Some difficulties and further implications of the approach are suggested.     

Fueling for contingencies: The hidden cost of unpredictability in the air transportation system

The aviation community is increasing its attention on the concept of predictability when conducting aviation service quality assessments. Reduced fuel consumption and the related cost is one of the various benefits that could be achieved through improved flight predictability. A lack of predictability may cause airline dispatchers to load more fuel onto aircraft before they depart; the flights would then in turn consume extra fuel just to carry excess fuel loaded. In this study, we employ a large dataset with flight-level fuel loading and consumption information from a major US airline. With these data, we estimate the relationship between the amount of loaded fuel and flight predictability performance using a statistical model. The impact of loaded fuel is translated into fuel consumption and, ultimately, fuel cost and environmental impact for US domestic operations. We find that a one-minute increase in the standard deviation of airborne time leads to a 0.88 min increase in loaded contingency fuel and 1.66 min in loaded contingency and alternate fuel. If there were no unpredictability in the aviation system, captured in our model by eliminating standard deviation in flight time, the reduction in the loaded fuel would between 6.12 and 11.28 min per flight. Given a range of fuel prices, this ultimately would translate into cost savings for US domestic airlines on the order of $120–$452 million per year.