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The relaunch of branch lines as a territory project for the inner areas
Published in Gianluca Dell’Acqua, Fred Wegman, Transport Infrastructure and Systems, 2017
The key elements of the project, that got the endorsement of the Union of the Municipalities of Garfagnana, are therefore: – the study of more affordable operating modes for the railway line, to ensure on one hand an adequate service for locals, and support on the other the development of quality tourism, potentially attracted by the rich cultural heritage and environmental resources of the area together with its closeness to places of interest like Florence, Lucca, Cinque Terre; – the optimization of feeder services by road to the railway stations, that should combine more rational and flexible public transport services (including as a possibility share taxis, on-call services, school bus used for additional services, etc.) with innovative forms of collective or shared transport at low-cost, that see the active involvement of the community, according to the principles of pooling economy;– the development of a smart ICT platform for moving in Garfagnana, to provide citizens with an interactive information tool aimed at facilitating the integrated use of fixed and flexible services, so that to meet the mobility needs of each user.
Automated vehicles and vehicles of the future
Published in Corinne Mulley, John D. Nelson, Stephen Ison, The Routledge Handbook of Public Transport, 2021
While transfers (from one vehicle to another) are not favored (Liu et al., 1998), first-and-last-mile DRS-based SAVs can complement existing public transport trunk lines with flexible feeder services that improve public transport’s offer along less frequent and low-occupancy bus routes (Furtado et al., 2017; Huang et al., 2020) (see also Chapter 22). From a passenger perspective, demand-responsive or DRS-based bus trips tend to take less travel time (door to door) than traditional public transport, since they can reduce access distances (or pickup and drop-off at desired addresses), and smaller vehicle sizes generally mean fewer stops en route (ITF, 2017). The ITF (2017) contends that replacing private automobiles with shared transport systems (i.e., a combination of SAVs and SAVs with DRS) increases equitable access to opportunities like jobs, healthcare, and grocery stores, particularly in areas further from city centers that generally have less robust public transport options. Simulations of SAV systems (often with variable vehicle sizes) for Lyon, Auckland, Helsinki, Dublin, Lisbon, Chicago, and Austin demonstrate improvements in access and public transport service levels, along with (typically) lower traffic congestion and greenhouse gas (GHG) emissions (Furtado et al., 2017; Martinez et al., 2020; Petrik et al., 2018, 2017; ITF, 2017; Gurumurthy et al., 2020; Huang et al., 2020). Martinez and Viegas (2017) simulated a full replacement of private car, bus, and taxi mobility with a mixed fleet of self-driving shared taxis (6–8 seats) and aBuses (8–16 seats) while maintaining existing rail-based public transport in Lisbon, Portugal, which significantly reduced areawide VKT and GHG emissions. Figure 40.2’s darker cells indicate higher shares of regional jobs accessible from those locations using the current public transport system (left) versus this aBus/SAV fleet public transport scheme (right). This analysis illustrates that, if fully implemented, a fleet of SAVs supplementing existing rail-based public transport can provide similar levels of access to jobs as private car travel at free-flow travel times.
To share or not to share, by whom is the question. Acceptability and acceptance of shared transport services by vulnerable groups
Published in Transport Reviews, 2023
Leen De Paepe, Veronique Van Acker, Frank Witlox
This literature review examines the “acceptability” and “acceptance” of shared transport services (STSs) by vulnerable groups in order to identify if these STSs are socially accepted and could improve social inclusion. Many studies that examine the overarching notion “acceptance” of STSs actually refer to “acceptability”. In an attempt to reduce this ambiguity, we have defined “acceptability” and “acceptance” in the context of STSs. There are also four necessary conditions for “acceptability” and “acceptance” or the 4As: “availability”, “accessibility”, “affordability”, and “attractability”. A minimum level of these conditions have to be fulfilled before vulnerable groups will effectively use STSs. Thus, “social acceptability” is the degree to which an individual intends to use a STS before experiencing it in everyday travel based on the expected availability, accessibility, affordability, and attractability of the service, while “social acceptance” is the degree to which an individual intends to use and also uses a STS after experiencing it in everyday travel based on a minimum level of perceived availability, accessibility, affordability, and attractability.
Modeling the competitiveness of a bike-sharing system using bicycle GPS and transit smartcard data
Published in Transportation Letters, 2022
Christian Kapuku, Seung-Young Kho, Dong-Kyu Kim, Shin-Hyung Cho
A well-integrated multimodal urban transport system is the key to sustainable urban mobility due to its great potential for overcoming urban issues related to high automobile demand, such as air pollution, high demand for parking space, and traffic congestion, as a result of the shift from automobile to multimodal transport trips. To achieve this sustainable mobility, however, planners and policymakers must provide multimodal transport systems that are more competitive than automobiles, both at the planning level, by supplying infrastructure and systems that optimally integrate several shared transport modes, such as buses, trains, taxis, bicycles, and walking (Mead, Johnson, and Rose 2016; Weliwitiya, Rose, and Johnson 2019), and at the operational level, using systems such as Intelligent Transport Systems (ITS), or Mobility as service (MaaS) to provide the best intermodal transport alternatives to travelers (Hietanen 2014; MaaS Global 2019; Ambrosino et al. 2016; Giesecke, Surakka, and Hakonen 2016). Therefore, how well different transport modes are integrated together to provide a better or comparable level of services than private vehicles are the key to a successful sustainable urban mobility. However, this integration has always been challenging, especially between motorized modes (e.g. buses, subways, trains, taxis) and non-motorized modes (e.g. walking and biking) (Mead, Johnson, and Rose 2016; Weliwitiya, Rose, and Johnson 2019). Public bike-sharing systems, for instance, are among the emerging active transport and shared mobility options that are being introduced in many cities. Despite the advantages of these systems, the shift from motorized modes to cycling has always been a challenge.