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21.
A method to evaluate equitable accessibility: combining ethical theories and accessibility-based approaches 总被引:3,自引:0,他引:3
In this paper, we present the case that traditional transport appraisal methods do not sufficiently capture the social dimensions of mobility and accessibility. However, understanding this is highly relevant for policymakers to understand the impacts of their transport decisions. These dimensions include the distribution of mobility and accessibility levels over particular areas or for specific population groups, as well as how this may affect various social outcomes, including their levels of participation, social inclusion and community cohesion. In response, we propose a method to assess the socially relevant accessibility impacts (SRAIs) of policies in some of these key dimensions. The method combines the use of underlying ethics principles, more specifically the theories of egalitarianism and sufficientarianism, in combination with accessibility-based analysis and the Lorenz curve and Gini index. We then demonstrate the method in a case study example. Our suggestion is that policymakers can use these ethical perspectives to determine the equity of their policies decisions and to set minimum standards for local transport delivery. This will help them to become more confident in the development and adoption of new decision frameworks that promote accessibility over mobility and which also disaggregate the costs and benefits of transport policies over particular areas or for specific under-served population groups. 相似文献
22.
Most countries contemplating the introduction of competition-based organizational forms did not perceive the British deregulated bus regime to be the way forward. A deeper analysis of facts and an international coverage of the local successes of that regime remained marginal and, as a result, the reputation of deregulated regimes remained bad or - at best - a contentious issue. The rush for competitive tendering was further stimulated by the European Commission’s endeavour to enact a Regulation that put forward competitive tendering of exclusive contracts as the preferred way to organise local public transport markets. Yet, as discussed in this workshop, deregulation in various guises may well play a growing role in local and regional transport. This is already visible in long-distance coach transport and in (international) European railway markets as from 2010. The workshop paper discusses whether such competition-based institutional alternatives to competitive tendering can provide efficiency and service improvements, how such competition-based alternatives should be ‘regulated’ and, alternatively, how a non-competitive direct award could perhaps still guarantee good performance. 相似文献
23.
Mohammed Aljoufie Mark Brussel Mark Zuidgeest Hedwig van Delden Martin van Maarseveen 《运输规划与技术》2016,39(4):329-357
Analysing the impact of urban policy interventions on urban growth, land use and transport (LUT) is crucial for urban planners, transport planners and policy-makers, especially in rapidly growing cities. This paper presents a cellular automata-based land-use/transport interaction model – Metronamica-LUTI – for Jeddah that is used to analyse the impact of different proposed policy interventions under two urban growth scenarios for the period 2011–2031. Used as an integrated policy impact assessment tool, the model demonstrates a strong reciprocal relationship between LUT in Jeddah. This study shows that relevant spatial information and integrated policy impact assessment can provide rich insights into the interaction between LUT, the appropriate policy to consider in place and time which traditional planning practice and typical static urban models cannot do. 相似文献
24.
This paper derives, estimates and applies a discrete choice model of activity-travel behaviour that accommodates potential effects of task complexity and time pressure on decision-making. To the best of our knowledge, this is the first time that both factors (task complexity and time pressure) are jointly captured in a discrete choice model. More specifically, our heteroscedastic logit model captures potential impacts of task complexity and time pressure through the scale of the utility of activity-travel options. We collect data using a novel activity-travel simulator experiment that has been specifically designed with the aim of testing our model. Results are in line with expectations, in that higher levels of task complexity and time pressure are found to result in a smaller scale of utility. In other words, higher levels of task complexity and time pressure lead to more random choice behaviour and as a consequence to less pronounced differences in choice probabilities between alternatives. An empirical illustration suggests that choice probability-differences between models that do and those that do not capture these effects, can be very substantial; this in turn suggests that failing to capture the effects of task complexity and time pressure in discrete choice models of activity travel decision-making might lead to serious bias in forecasts of the effects of transport policies. 相似文献
25.
Competition in the business world nowadays is largely between supply chains, rather than individual players only. The same situation exists in container shipping. The study looks into container shipping from an integrated perspective and investigates the nature and level of supply chain integration in container shipping. Based on empirical examinations of the world's top 30 container shipping lines, a scenario analysis is conducted. The paper aims to present the scenario analysis for examining supply chain integration in container shipping. It also aims to formulate strategic recommendations for liners to create and sustain competitive advantage. The scenario analysis is designed to allow more complete consideration of alternative possible outcomes and their implications on the research topic. It involves an evaluation of past and present events and provides a plausible discussion of what might occur in the future. It depicts four scenarios of supply chain integration in container shipping, namely, low integration, partner-focused integration, activity-focused integration and high integration. On the whole, research findings suggest that market situations favour those scenarios representing higher level of supply chain integration. Importantly, with reference to the scenario analysis, shipping lines should position themselves in an appropriate scenario and formulate strategic plans accordingly. 相似文献
26.
Jee In Yoon Gerard T. Kyle Carena J. van Riper Stephen G. Sutton 《Coastal management》2013,41(6):457-469
This study explores the relationship between Australian's attitudes toward climate change impacts on the Great Barrier Reef (GBR) and environmentally responsible behavior (ERB). We hypothesize that general attitudes toward climate change, subjective norms, and perceived behavioral control predict intended and reported behavior, and that attitude negatively influences constraints on adopting ERB. The moderating effect of residential condition (urban vs. rural contexts) was tested across these hypothesized relationships. We randomly selected 200 individuals from eight regions: Five within 50 km of the GBR Coastline and three from the Statistical Metropolitan Areas in Australia. We yielded 1,623 surveys by telephone interviews. Findings confirm our hypotheses and suggest the most important predictor of intentions is perceived behavioral control. The two groups of respondents (urban vs. rural) illustrate different relationships. This study offers insight on how managers of the GBR can effectively shape residents' behavioral tendencies that minimize human impacts on the natural environment. 相似文献
27.
The deregulation of the British bus sector (outside London) in 1986 was the start of a debate on the merits of ‘deregulation’ and ‘competitive tendering’. The period that followed was rich in lessons. New Zealand was at the time the only other country engaging in a reform based upon market initiative (implemented in 1991). Other countries chose for a less extreme and more consensual way to introduce competitive incentives, choosing the fundamentally different competitive tendering (CT) path. As a result, the so-called ‘Scandinavian model’ developed, based upon the London example of route tendering. Later the Netherlands adopted a network tendering approach, resembling the French practice of network tendering though with more operator freedom. 相似文献
28.
The past emphasis in this conference series has been on the best ways to deregulate regulated public transport markets. This workshop reverses this process by examining the best ways to regulate deregulated public transport markets. A hierarchy of regulatory needs is identified and three hybrid models examined, based loosely on experience from Great Britain, New Zealand and Sweden. It is argued that deregulated public transport markets are a global phenomenon but regulatory measures should reflect local requirements. The resultant process of glocalisation might result in regulatory measures that focus on the rules of law and their enforcement in emerging public transport markets (such as urban transport in Sub Saharan Africa and for the soon to be competitive inter urban market in Germany) but that focus on guidance for network integration and incentivisation for welfare maximisation in more mature public transport markets (as in Great Britain, New Zealand and Sweden). 相似文献
29.
This paper aims to discuss a number of questions that are highly important for the ex ante evaluation of the safety impacts of transport policy options, from the perspective of ethical theory: (1) Is it morally OK to express prevention on acceptance of fatalities or risks in monetary terms? (2) How useful is the concept of the value of a statistical life (VOSL) for ex ante evaluations of transport policy options? (3) What are the pros and cons of pricing protection of lives or prevention of risks in ex ante evaluations? (4) Which methods are available for expressing (protection of) human lives in monetary terms, and what are the main related methodological discussions? (5) Are all safety-related costs generally included in ex ante evaluations of the safety impacts of transport policy options, and if not: what is the relevance of excluded costs categories from an ethical perspective? (6) How important is the distribution of safety effects from an ethical perspective? The answer to the first question highly depends on the ethical theory that is used. With respect to question 2 we think that the VOSL is a useful concept, but that its application is not straightforward, for several reasons. Thirdly we think that probably pricing safety improves the quality of decision making, but to the best of our knowledge there is no research to underpin this expectation. The answer to question 4 is that several methods exist to estimate the value of a statistical life (VOSL), willingness-to-pay (WTP) methods being the most common category of methods. However, several methodological issues arise that make estimates of VOSL less straightforward. With respect to question 5 we conclude that behaviour-related avoidance costs are often overlooked and that these costs are relevant from an ethical perspective because the freedom to move and the freedom to participate in activities are challenged. Finally the answer to question 6 is that from an ethical perspective, in terms of the evaluation of policy measures, it might matter which groups of the population are the victims of the transport system, or are at risk. Egalitarian theories as well as sufficientarianism are useful theories to discuss distribution effects. Different theories conclude differently. 相似文献
30.
Increasing the number of people cycling to work brings a number of benefits: it can lead to reductions in air pollution and traffic jams, and increases people’s physical activity levels. We investigated the extent to which work-related factors influence (1) whether an individual decides to cycle to work, and (2) whether an individual cycles to work every day. It is anticipated that the office culture and colleagues’ and employers’ attitudes would significantly influence both decisions. These factors are expected to impact the provision of cycling facilities and financial compensation schemes in the workplace. We conducted an Internet survey in 4 Dutch municipalities, gathering data from over 4,000 respondents. The results suggest that the following factors increase the likelihood of being a commuter cyclist: having a positive attitude towards cycling; colleagues’ expectations that an individual will cycle to work; the presence of bicycle storage inside; having access to clothes changing facilities; and needing a bicycle during office hours. The presence of facilities for other transport modes, an increase in the commute distance, and the need to transport goods, in turn, reduces the chance that an individual will cycle. Cycling frequency is negatively affected, meanwhile, by an increase in commute distance, a free public transport pass or car parking provided by the employer. These results indicate that an individual’s working situation affects the commuting cycling behaviour. The findings also indicate that (partly) different variables influence an individual’s decision to cycle to work, and their decision to cycle every day. 相似文献