Analysing smart governance in public service delivery: evidence from 61 smart cities in Indonesia

Education is, or at least should be, a daily activity for the entire youth population. Given the clear role of education in human capital construction, the study of spatial accessibility to educational facilities is an important research subject. The present paper examines the multimodal spatial accessibility to the primary and secondary school network in Bucharest-Ilfov region, one of the most demographically and residentially dynamic regions of the country. By using 1 km2 population grid data and geocoded locations of school units, a travel time isochrone analysis has been computed for three modes of transportation: walking, private car and public transport, by using GIS analysis. All travel times have been calculated for five threshold intervals: 5, 10, 15, 20, and 25 minutes and linked to the distribution of the school-age population. Results show that the school network broadly follows the spatial pattern of the youth population and that most children can reach the closest school within 10 minutes by all three transport modes. However, pronounced intra-metropolitan inequalities exist. Bucharest displays a compact configuration, with the vast majority of pupils located within a 5- to 10-minute travel time. At the same time, Ilfov County shows a more dispersed pattern, with a considerable number of school units requiring over 20 minutes to reach, especially when relying on public transport or walking. These findings highlight how rapid suburbanisation and uneven transport provision generate spatial disparities in effective access to compulsory education units, and underline the need to integrate school location planning into transport and housing policies.

A geo-big data approach to intra-urban food deserts: Transit-varying accessibility, social inequalities, and implications for urban planning

Starting from the fact that the transport mode choice is one of those aspects of travel behaviour that, to a great extent, affects the efficiency of the transport system, this paper analyses the factors that contribute to the use of public and car transport. The goals of the analysis were to obtain insight into the preferences for using these two modes of transport in Croatia and find out to which extent the basic demographic and socioeconomic characteristics of the respondents affect the usage of car and public transport and the possibility of taking trips by these transport modes. The paper analyses the data collected by surveys on a representative national sample. The results show that in Croatia, the number of people who frequently use public transport is far fewer than the number of frequent users of passenger car transport. However, the comparison has found that the number of frequent public transport users varies significantly among certain categories of respondents. Using binary logistic regression analysis has determined that the preferences towards the frequent use of car or public transport are significantly influenced by the age of the respondents, size of the settlement, accessibility of the destinations by public transport, the number of vehicles in the household and whether the respondent is the main car user in the household.

Social inequalities of park accessibility in Shenzhen, China: The role of park quality, transport modes, and hierarchical socioeconomic characteristics

A large proportion of private car modal share and the increasing trend of car use are the main challenges in realising a sustainable urban transportation system.A set of feedback loop models has been developed in this paper to make an attempt to present such challenges.The dynamics of the modal share between the private car and public transportation (PT) have been explained in terms of the model.The model mainly indicates that if the PT travel time is longer, PT availability is sparse, PT station accessibility is difficult, and if PT use does not indicate the social "class" then there will be a strong need to own a private car and it would consequently develop a need-based desire for a car.In such a situation, if the large mass of the population can afford and easily buy a car, then car use would get persistently high.An important issue for transportation policy design would then be how to pull the large mass of an increasing car-dependent population to encourage using the PT.

Commuting by Customized Bus: A Comparative Analysis with Private Car and Conventional Public Transport in Two Cities

Access to the city: Mobility patterns, transport and accessibility in peripheral settlements of Dar es Salaam

Modelling travel time in urban networks: comparable measures for private car and public transport

The transport planning is essential to meeting passengers’ needs for fast, safe, and reliable transport. The research goals of this study are to determine the most suitable mode of transport between predetermined alternatives according the criteria related to the transport planning. The research method combines GIS analysis, SWOT analysis, BEM method, and PROMETHEE II method in an integrated approach for decision-making. The methodology is applied to the city of Peshawar city. It includes six steps. First, a passenger questionnaire is used to establish passenger preferences when making a trip in the city. Secondly, alternative modes of urban transportation are defined. In the case of Peshawar, the following alternatives are considered: a new BRT service, BRT with five additional stops, old bus service, wagon, carpooling, and Careem/Uber. Thirdly, there is GIS analysis to investigate the stops of the BRT alternative transportation. GIS and satellite analysis have been completed for each stop. Fourthly, criteria for the assessment of urban transport modes are determined based on SWOT analysis. A total of twenty four subcriteria are proposed. Fifthly, the best-worst method (BWM) which is based on linear programming method is applied to determine the weightings that should be given to the main criteria and subcriteria. Sixthly, alternative modes of transportation are ranked by applying preference ranking organization method for enrichment evaluations’ (PROMETHEE II) method. The results show that the main important criteria greater than 5% are small movement interval: S4 (6%), security: S7 (13%), reliability: S8 (8%), accessibility:O1 (15%), possibility of special services: O2 (5%), possibility of including insurance in the travel tariff: O3 (8%), possibility of the modernization of the infrastructure: O4 (7%), and environmental pollution: T3 (5%). The implications of this study propose a BRT service with five additional stops is the best urban transport plan for Peshawar. The originality of this research consists in integration of a strategic planning technique SWOT analysis, GIS analysis, and multicriteria analysis in complete methodology to evaluate traveler’s modes priority. The methodology used in this research can be applied to evaluate different transport alternatives for transport networks worldwide.

The relevance of accessibility in shaping transport planning has often been neglected, hampering on decisions to improve transport efficiency. This is increasingly becoming problematic, as they often impede on economic and technological developments. Many studies on accessibility assert that it is easier for public transport to reach an activity centre than it is for private transport. For this reason, the research compares travel time forecast and accessibility levels with private and public transports en route to commercial centres. The research involves a 21-day transport survey for private cars and public shuttles in Oforikrom district using Global Positioning System (GPS) probe to record the traffic performance indicators to be analyzed in a GIS environment. The results of the study display on a map the level of accessibility via the modes, and a comparative line plot of travel time with private and public transport. The study reveals that private cars in the district generally perform better than public shuttles on the level of accessibility, and travel time. The execution of the research shows that the convergence of choice of transport mode and travel time dynamics is crucial for policymakers to implement diverse transport modes and commuters to choose a mode that has low accessibility cost.

Transport systems offer substantially different services in city-suburb areas; this usually leads to different assumptions about user behaviour in transport mode choice. In this paper a simulation model is proposed to assess the effect of transport service policies on mode choice. The transport modes considered are public transport, including light rail transit (LRT) and bus, together with the private auto. In the three step traveler behaviour simulation model, the concept of generalised transport costs is used. Various transit incentives (fare, capacity, service quality, travel time, etc.) are proposed and their impacts on residents travel choice and suburban residential community form are quantified, using data on a typical city-suburb corridor in Beijing, China. The simulation results show that: (a) the fare reduction and capacity increase of public transport integrated with private car disincentives is necessary to improve system efficiency and suburb community attractiveness, particularly for those low income people; (b) without highway pricing, medium income residents will be encouraged to shift to private car while more high income persons might leave the suburb because of road congestion; (c) public transport improvement can attract more short and medium distance travelers, but the car users are not sensitive to travel distance.

The analysis presented herein is aimed at indicating disparities in accessibility to some selected travel destinations by means of private and public transport in the city of Szczecin. Accessibility is a simple measure of potential interactions between two points in space. For the purpose of the study, an original model of an individual transportation system has been developed using Google Maps API data. In order to do so, some GTFS and pedestrian-related data have been downloaded. To calculate source-destination travel times at certain times of the day for four different parameters of pedestrian motion speed, ArcGIS Network Analyst software has been used. Five research methods have been applied: the proximity measure, the population percentage measure, the cumulative accessibility measure, the potential accessibility index and the potential accessibility quotient. In order to develop an ultimate accessibility rating for housing estates in Szczecin, a synthetic accessibility measure has been developed. The synthetic accessibility measure consists of 9 standardised components/values for both public and private (car) transport. The potential accessibility to the population is part of the synthetic accessibility sub-measure. The isochrones have been drawn in order to analyse the workplaces and secondary schools. Moreover, data concerning accessibility to the nearest kindergarten, primary school, hospital, cinema, shopping centre and indoor swimming pool have also been taken into consideration when calculating the synthetic measure. In the case of potential accessibility measures, it is usually the highest in the city centre. Obviously, the nearer a particular facility, the higher its accessibility measure is. The only disparities between the measures for public and private transport are observed in areas which are not covered by the public transportation network.

Purpose This chapter focuses on strategies to initiate a shift in mobility behaviour away from private cars towards a combination of more environmentally friendly transport modes including public transport, ride- and car sharing or even completely carbon-free modes like walking and cycling. The requirement for such a shift is that people must be able to actually choose between different travelling options and combine them within an intermodal mobility network. Here, shared mobility has a considerable potential to fill the gap between public and individual transport options. Methodology/approach This chapter summarises results from different studies on shared mobility from the providers’, the users’ and the political perspective. The user’s perspective is based on an empirical study comparing car sharers’, car drivers’ and public transport users’ attitudes and mobility patterns. Findings The empirical findings from the case study have shown that shuttle trips by car in general, and to the train station in particular, are an important field of action for improving the environmental impact of intermodal trips. The study has also shown that car sharing enables people to live without a private car by using different transport modes for different purposes. As the majority of car sharers report needing a car only one to three times a month, they have a very small carbon footprint compared to the average car owner. Social implications Mobility patterns are determined by local transport options as well as by personal routines. Hence, current changes due to new shared mobility options seem to have a considerable direct impact on how people organise their daily lives on the one hand and an indirect impact on their living costs on the other hand, since private cars have an important share of private household costs. Originality/value From an environmental perspective, any incentives to encourage people to choose alternative forms of transport over their private cars would seem to be particularly effective. Thus, understanding the behaviour and needs of multi- and intermodal travellers is an important step towards sustainable mobility. Acknowledging that most travellers still need a car every now and then, car sharing is an essential addition to public transport systems, supporting both public transport use and carbon-free mobility like walking and cycling.

The objective of urban transportation planning is, or should be, to optimise the access to opportunities for all people. One of the factors that defines access is to minimise the travel time between home and both primary and secondary activities. Optimisation refers to the balance between the benefits of reducing travel time with the cost of that reduction. Cost includes operational, infrastructure and environmental costs. However, the reality in many cities is that travel time is often minimised for some users or communities, while it remains relatively high for others. This paper explores the core components of travel time of an integrated public transport system, and compares that with travel time in the private transport system. This is done by using travel time data for Cape Town to estimate the value of time spent on each component of a typical trip in Cape Town in 2013. The paper concludes that travelling by public transport takes significantly longer than by private car for the average trip in Cape Town. It then highlights where to focus investment in the public transport system to move towards an integrated, multi-modal system that can compete with the private car, and thereby become attractive to all communities. Keywords: travel time ratio, competitiveness of public transport, Cape Town

Pharmacy deserts: More than where pharmacies are