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The increasing urban population impacts heavily on city sustainability. One of the key sustainability problems in developing cities is an efficient transport system that can meet transport needs at the lowest social cost. The existing body of knowledge tells us that it could be achieved by shifting users to public transport (PT) and increasing occupancy rates of private modes. Against this background we argue that the key tool in ensuring this shift is offered by Information and Communication Technologies (ICTs), especially with the use of smartphones. We posit that young users (i.e., 20–24) can be attracted to public transport through ICTs most effectively. We apply a questionnaire-based field research in Sopot, Poland on a large group of young transport users (i.e., n = 567). What was observed are preferences towards ICT and its potential in encouraging the use of different transport modes. We also survey the differences between car owners and no-owners in relation to their preferences. Our results show that young users prefer ICT solutions but require specific ICT-oriented features. What is most interesting is that access to a private car does not need to be a limiting factor in using public transport if only quality ICT in public transport is offered.

This paper discusses the concept of 'fairness' in transport, specifically regarding women using public transport, future autonomous vehicle taxis or bicycle sharing. Women generally have varying and complex mobility patterns compared to men and suffer disproportionate fairness issues when using transport. Different concepts of fairness are explored, including: equality of opportunity, equity and justice (including procedural, social and distributional justice). While each of these concepts has different implications for women using transport, it is also recognized that fairness principles should apply to all people (regardless of sex, gender or other characteristics). Analysis of the different forms of mobility, as represented by public transport, autonomous vehicles and bicycle sharing, illustrate a variety of specific fairness issues. Factors such as safety and security, cost, physical design of infrastructure and vehicles, and characteristics such as low-income or childcare responsibilities arise in each case. The three cases also indicate a range of both horizonal fairness factors (similar people being treated similarly) and vertical fairness factors (such as more disadvantaged people receiving greater support). Further research is required into setting frameworks for a more comprehensive inclusion of, and balance between, different concepts of fairness and their interactions in both transport policy and practice. ; This research was part funded by the European Union's Horizon 2020 research and innovation programme under grant agreement No. 824326 (the Diamond project).

One of the roots traffic congestion is high number of private vehicle which triggered by an increase in the number of population. Switching users of private vehicle to public transport regarding to the affecting factor supposed to be examining first to solve traffic congestion. Based on factor analysis, there are two major factor on transport mode choice; quality (time, comfort, cleanness, safety, security, accessibility, and reliability ) and cost. Therefore, the government should be taking into considerations priority, which offer high contribution on solution made as priority. In order to achieving goal; the quality criteria reached contribution value that of 68% and 32% for cost criteria. Quality criteria compiled by time which has 61.8% of contribution value, safety (15.2%), accessibility (9.1%), security (8.8%), reliability (2.4%), comfort (1.7%), and cleanness as the priority within quality criteria has 1% of contribution. On the other dimension, cost criteria contain of fuel subsidy reached 95.664% of contribution, parking rate (3.947%), progressive tax (0.366%), and LCGC issue (0.023%).

This research analyzes citizen's perception about urban bus transportation service in Ambato through the study of aspects like: unit infrastructure, time, speed, bus stops, security, comfort, bus ticket cost and quality service; for which 802 surveys were applied to bus passengers in 22 transportation lines registered in the Autonomous Decentralized Municipality Government of Ambato. The results show that the quality service is considered between regular and good because its perception index is around 50 points. The data provides a general vision of the public transportation service, reporting the citizen's perception about this service to institutions and authorities, so they can make decisions in benefit of the users. Keywords: Public transportation, perception, service, index. URL: http://revistas.uta.edu.ec/erevista/index.php/bcoyu/article/view/661 ; En esta investigación se analiza la percepción que tiene la ciudadanía sobre el servicio de transporte urbano de buses de la ciudad de Ambato estudiando aspectos como: Infraestructura de unidades, frecuencia de buses, horarios de servicio, velocidad, paradas, seguridad, comodidad, costo del pasaje y calidad de servicio; para lo cual se aplicaron 802 encuestas a los pasajeros de las 22 líneas de transporte registradas en el Gobierno Autónomo Descentralizado Municipalidad de Ambato - GADMA. Los resultados evidencian que la calidad del servicio se encuentra entre regular y buena, ya que tiene un índice de percepción que bordea los 50 puntos. Los datos obtenidos brindan una visión general del sistema de transporte público, informando a instituciones y autoridades la percepción de la ciudadanía sobre este servicio y puedan tomar decisiones en beneficio de los usuarios. Palabras clave: Transporte público, percepción, servicio, índice. URL: http://revistas.uta.edu.ec/erevista/index.php/bcoyu/article/view/661

Cooperative-Intelligent Transport Systems (CITS) are one of the flagships of new coming automotive and communication industries. Mobility needs to be safer and more efficient and C-ITS are the key for this new era. On the one hand, organizations like ETSI, IEEE, SAE, 3GPP or ISO are developing the standards for the new technologies and protocols and, on the other, manufacturers and operators are deploying and testing their first pilots. In this paper, we present a pilot developed by a group of stakeholders, in which vehicles will alert drivers of potential collisions with vulnerable road users riding bicycles. It is a multidisciplinary project where there are different architecture components: C-ITS stations integrated in vehicles, vehicles provided with digital cockpits that show warning messages to the driver, low-cost C-ITS stations attached to bicycles which are equipped with a high precision location system based on the fusion of different information sources as GPS, inertial sensors and Ultra Wide Band ranging and finally communication between C-ITS stations is provided by a network that supports low delay C-V2X communications with a Multi-access Edge Computing which takes routing decisions. ; Part of the development has been supported by the ERDF the Spanish Government through projects TEC2016-79988-P, TEC2016-76795-C6, AEI/FEDER, UE; by Secretaria d'Universitats i Recerca del Departament d'Empresa i Coneixement de la Generalitat de Catalunya through projects 2017 SGR 00376 and 2017 SGR 1479 and by the EU H2020 5GCROCO project funded under grant agreement No. 825050.

There exist different ways for defining a welfare function. Traditionally, welfare economic theory foundation is based on the Net Present Value (NPV) calculation where the time dependent preferences of considered agents are taken into account. However, the time preferences, remains a controversial subject. Currently, the traditional approach employs a unique discount rate for various agents. Nevertheless, this way of discounting appears inconsistent with sustainable development. New research work suggests that the discount rate may not be a homogeneous value. The discount rates may change following the individual's preferences. A significant body of evidence suggests that people do not behave following a constant discount rate. In fact, UK Government has quickly recognized the power of the arguments for time-varying rates, as it has done in its official guidance to Ministries on the appraisal of investments and policies. Other authors deal with not just time preference but with uncertainty about future income (precautionary saving). In a situation in which economic growth rates are similar across time periods, the rationale for declining social optimal discount rates is driven by the preferences of the individuals in the economy, rather than expectations of growth. However, these approaches have been mainly focused on long-term policies where intergenerational risks may appear. The traditional cost-benefit analysis (CBA) uses a unique discount rate derived from market interest rates or investment rates of return for discounting the costs and benefits of all social agents included in the CBA. However, recent literature showed that a more adequate measure of social benefit is possible by using different discount rates including inter-temporal preferences rate of users, private investment discount rate and intertemporal preferences rate of government. Actually, the costs of opportunity may differ amongst individuals, firms, governments, or society in general, as do the returns on savings. In general, the firms or ...

Public transport in Warsaw is currently showing a dynamic development. The capital of Poland, as the largest city in the country, is constantly increasing spending on transport and implementing large investment projects, such as the expansion of the subway, which gives residents more opportunities for efficient movement within the agglomeration. Despite the implementation of these investments, there are still some sensitive places in Warsaw where access to public transport may be difficult. Given these conditions, a study of public transportation accessibility is warranted and socially needed. This article presents the results of a questionnaire survey conducted among Warsaw residents. The study included a group of 986 respondents, most people between the ages of 18 and 44. The analysis conducted looked at perceived accessibility of public transportation and satisfaction with public transportation services. As a result of the study, we could identify the main factors that influence passenger satisfaction, as well as examine transport accessibility in the social city of Warsaw. Conclusions from the study may be helpful for the city government to improve the functioning of public transport.

This thesis consists of an introductory chapter and four research papers, summarized as follows. The overall purpose is to study various external effects of the transport system; effects that are not considered (or not fully considered) today. The first paper estimates the relationship between accident frequency and homogeneous and inhomogeneous traffic flows, which is useful for calculating the marginal external accident cost of the traffic flow. We find that important information is lost if differences between traffic modes are not considered. The indication is that an additional vehicle on the road decreases the accident risk. Separating the traffic flow into cars and lorries, we find that an additional car increases the accident risk whereas an additional lorry lowers the accident risk. The second paper, a literature overview, discusses the value of road and railway safety by combining the results of psychological and economical studies. Various factors that possibly influence individuals? perception of risk and their willingness to trade risk for money are examined. We find that the use of different values within different contexts may be motivated. The findings imply, furthermore, that studies estimating the value of safety should focus not only on disparities between transport modes per se but also on disparities between accident types. In the third paper, the choice experiment approach is used to assess people's preferences regarding railway transports of hazardous materials. Exposure to hazardous materials is used to describe various transport configurations. It is shown that the choice experiment method as well as the use of exposure can be applied within this area. In the final paper, preferences regarding road transports of hazardous materials are examined. The method and design are the same as used in the previous paper but with special attention given to the presence of biases. The presence of hypothetical bias is tested for by the use of self-reported degree of confidence, and the presence of a focusing effect explored by the inclusion of information on other fatal risks. We find that there are no major differences in individual preferences regarding hazardous materials transported by rail or road. It is also found that individuals that are confident in their answers express higher values of willingness to pay (accept a compensation) for a reduction (increase) in exposure. Finally, no focusing effect can be detected.

"Over the past ten years, the study of mobility has demonstrated groundbreaking approaches and new research patterns. These investigations criticize the concept of mobility itself, suggesting the need to merge transport and communication research, and to approach the topic with novel instruments and new methodologies. Following the debates on the role of users in shaping transport technology, new mobility research includes debates from sociology, planning, economy, geography, history, and anthropology. This edited volume examines how users, policy-makers, and industrial managers have organized and continue to organize mobility, with a particularly attention to Europe, North America, and Asia. Taking a long-term and comparative perspective, the volume brings together thirteen chapters from the fields of urban studies, history, cultural studies, and geography. Covering a variety of countries and regions, these chapters investigate how various actors have shaped transport systems, creating models of mobility that differ along a number of dimensions, including public vs. private ownership and operation as well as individual vs. collective forms of transportation. The contributions also examine the extent to which initial models have created path dependencies in terms of technology, physical infrastructure, urban development, and cultural and behavioral preferences that limit subsequent choices"--

17-78-20047 ; This article examines the history of aerosledges – a Russian-invented class of over-snow motorised transport vehicles. It looks at the use of existing industrial capacities in the automotive and aviation industry to create motorised sliding vehicles to generate mobility over vast Russian snow landscapes. This resulted in a series of novel designs of aerosledges and the adoption of principles from aviation and automobility as well as components produced in large quantities for these industries. Aerosledges are used in conditions and locales where little ordinary servicing and maintenance are available. This placed much demand on the users of motorised sliders to be not only drivers and navigators in remote or military terrains but equally on-site mechanics and repairmen. The article argues that Russian motorised sliding transport would not have prospered if it was not for the "user infrastructuring" of diagnostic and repair skills. Therefore, it looks at the aggregated input of the aerosledge sector of technology towards developing technological literacy and the diagnostic and repair skills necessary to keep the technology working in severe environmental conditions. The article investigates the bricolage way of building in these vehicles as a deliberate design strategy that in turn shapes user infrastructure. The article illustrates the historical narrative with selected examples of aerosledge design and concludes with practical lessons for the still relevant challenge of developing good vehicles for the diverse and harsh conditions of Russian roadlessness. ; Peer reviewed

Negative effects of a massive use of cars, such as congestion, air pollution, noise, and traffic injuries, are affecting the cities everywhere. Recently introduced shared vehicles, such as e-scooters and electric bicycles, could potentially accelerate the transition towards sustainable mobility. Although these vehicles are becoming increasingly common and accepted within regulatory frameworks, some local governments are not yet ready to integrate e-scooters into their transport systems. Indeed, the legislation is unclear as it is not easy to determine whether the e-scooter is more like a bicycle or a vehicle. Moreover, it is difficult to predict the impact of e-scooters on road traffic, as well as the type of road infrastructure chosen by e-scooter drivers or the possible interaction of such vehicles with weak road users, such as pedestrians or cyclists. This study showed an analysis of speed and behaviour of e-scooter drivers in the city of Trondheim (Norway) to investigate how to manage this mode of transport. A total of 204 e-scooters were observed on six different roads in the city centre. The speed of e-scooter drivers was measured by a speed tracker (average value 15.4 km/h) and their behaviour recorded by a hidden observer in the field. Gender, age, distance from pedestrians, speed adaptation to the environment, and type of vehicle used were registered for each e-scooter. Through a Binomial Logit analysis, the data obtained were used to analyse the type of road infrastructure preferred by e-scooter drivers. Results showed that the cycle path is more widely used with percentage value from 60% to 90% of users. In addition, the probability of choice depended mainly on the road environment. The aim of this analysis was to assist local authorities in regulating the safe use of e-scooters and developing appropriate policies for their integration into cities.