Bipolaridad de las políticas de movilidad del Valle de Aburrá: análisis desde los instrumentos de gestión de la demanda implementados entre 1999 y 2019

Medellín and the Aburrá Valley are internationally recognized for their capacity to design bold projects regarding transportation and sustainability. However, the city's mobility dynamics show a different reality: the number of vehicles has grown steadily over the last 20 years. The metropolitan inhabitants spend 44% more time mobilizing in the city than 12 years ago and air quality has become the main challenge on the city's environmental agenda. The purpose of this article is to understand, from the analysis of public policies, the reasons why no progress has been made in the implementation of policies that effectively discourage the use of private vehicles in the Aburrá Valley. Through the analysis of the demand management instruments enforced between 1999 and 2019, it is concluded that mobility policies produce contradictory effects with each other: they systematically avoid the restriction and disincentives to the use of automobiles and motorcycles and focusing predominantly on the expansion of road infrastructure. At the same time, they undertake actions, to a lesser extent, to stimulate the use of other means of transportation.

Marketing of Public Transport and Public Transport Information Provision

The “Climate, Health and Equity Co-Benefits” project, funded by the Italian National Plan for Complementary Investments (PNC), promotes urban climate change adaptation and mitigation across Italian cities. ISPRA-(Italian Institute for Environmental Protection and Research) analyzed current (2010–2023) and projected (to 2030) gas emissions, focusing on key greenhouse gases (GHGs, including CO2, CH4, and N2O) and pollutants (NOx, PM10, and PM2.5) from vehicular traffic, which are known to have adverse health effects, in six major Italian cities: Turin, Milan, Bologna, Rome, Bari, and Palermo. Utilizing the EU-standard Copert software - a recognized and validated tool for vehicle emission calculations - the study estimated baseline emissions and modeled future trends based on detailed vehicle data, encompassing engine size, fuel type, and Euro standard classifications, obtained from ACI (Automobile Club Italia). To explore potential pathways for achieving significant emission reductions, various 2030 scenarios were developed, reflecting potential vehicle management policies aimed at substantial reductions in both GHG and pollutant emissions associated with urban mobility. These scenarios identify actionable strategies designed to minimize environmental impact and significantly enhance air quality within these urban areas, ultimately contributing to the development of more sustainable urban transport solutions.Between 2010 and 2023, Turin, Milan, and Rome saw reductions in both the number of vehicles (-5.5%, -3.8%, and -6.2%, respectively) and emissions, including GHGs (e.g., up to -4% in CO₂ emissions) and particles (e.g., up to -27% for PM10 emissions). The other cities, Palermo, Bari and Bologna, have recorded an increase in the number of vehicles (+1.9%, +2.9%, and +7.7%, respectively), however, CO2 emissions do not grow proportionally to the number of vehicles. In addition, PM10 emissions have decreased (Palermo -13%, Bari -21%, and Bologna -20.4%). These findings suggest that, beyond reducing the size of the vehicle fleet, the transition to more efficient and technologically advanced vehicles (such as electric or hybrid) is crucial for mitigating climate change by reducing the emissions of health-damaging pollutants and enhancing the health co-benefits of proposed measures. The analyses of the other parameters considered lead to the same conclusions and observations.Several scenarios were simulated for 2030: one of them assuming a 30% reduction in annual kilometers travelled, resulted in a corresponding 30% decrease in emissions across all cities and parameters. This outcome can be achieved through the implementation of an efficient local public transportation network that provides a proper alternative to private vehicle use. A similar magnitude of reduction can be achieved by considering the scenario that drastically reduces the number of Euro-standard 0-3 vehicles. In terms of CO₂, an average reduction of 24% was observed across all cities. Additionally, significant reductions can be achieved by introducing a substantial number of hybrid and electric vehicles to replace all the oldest vehicles in the 2023 fleet. In this case, we observed an average reduction of 8.5%, 25%, and 55% for CO₂, PM10, and NOx, respectively.This research was carried out within the project “Co-benefits of health and equity to support climate change response plans in Italy” funded by PNC – CUP-MASTER-J55I22004450001, PREV-A-2022-12376994.

Traffic congestion is one of the main problems in the transportation system. This continues to happen because road capacity is no longer able to accommodate the number of vehicles, while the number of vehicles continues to increase every year. Based on statistical data sourced from the Indonesian National Police, the number of private vehicles increased significantly each year. People prefer to use private vehicles to travel. Security issues, comfort, and travel expenses flexibility are the reason they prefer to use private vehicles. Taxi should be a solution for them, because taxi is more flexible, convenient, and safe compared to other public transportation. But the problems of security and ease of access that back into obstacles. Bandung Smart Transportation System (BSTS) is present as one of technology Intelligent Transportation System (ITS) use Bandung City as a case study. BSTS is a system developed with the aim to collect all traffic information integrated with the transport system infrastructure and manage information centrally. This research discusses the designing of gamification system in a taxi booking service. Aims to increase the interest, motivation, loyalty and further the public to continue using BSTS and use public transportation. If peoples more interested in public transportation, expected to reduce the use of private vehicles. So the number of vehicles can be reduced and traffic arrangements can be run better as it can be ascertained that the drivers on the road is a professional driver.

Recent years, with the rapid growth of car ownership in Beijing, urban transportation service level, air quality and energy consumption are facing great challenge. However, it is difficult to implement the measure of car use restriction because of all kinds of reasons. By taking chance of the 29th Olympic Games, Beijing municipal authority implemented the temporary measure of car use based on odd and even-numbered license plate. Then, after the 29th Olympic Games, Beijing municipal authority issued the measure of drive one day less a week on October, 11th 2008 to continue restricting car use. We collected transportation data about road travel speed, public transport operation, air quality and residents’ response from Oct. 2007 to Feb. 2009 period to evaluate the implementation effect of these car use restriction measures. The evaluation results show that these car use restriction measures have achieved fairly good effects on improving urban transportation and air quality. But the effects of current car use restriction measure are being counteracted by continually rapid growth of car ownership and use. Based on the analysis of the developing trend of Beijing transportation, we propose some recommendations for future integrated car use restriction measures in Beijing.

Support for innovative on-street parking policies: empirical evidence from an urban neighborhood

BackgroundPersonal transportation in urban areas is characterised by different transportation technologies with significantly varying properties regarding usability, infrastructural requirements and environmental impacts. This characterisation motivates the objective evaluation of mobility solutions, based on different criteria. State of the art evaluations in the scientific literature mainly focus on one specific criterion at a time. The most common criteria investigated are found in energy demand or equivalent fuel consumption. Other parameters include the traffic space demand or mean velocity as a reference for the user-related criterion “travel time”. Since different modes of transport show various potentials in different criteria, an interesting point for scientific research is consideration of the different criteria in a more comprehensive evaluation approach. To address this issue, the aim of this study is to present a new approach for an objective evaluation and comparison of different transport technologies under consideration of pre-defined range of criteria and defined boundary conditions and requirements for personal mobility in cities. Besides technical-oriented aspects like driving range, transport capability and life cycle-related consumption of resources, additional factors influencing user-behaviour and traffic density are reflected. The evaluation method is presented, based on a generated exemplary data collection regarding technical and in-use characteristics of different modes of transport, mainly investigated in the city of Graz, Austria.MethodsThe study focuses on different means of transport, in particular walking, bicycling, the use of powered two-wheelers, passenger cars with different propulsion systems and public transport systems. It is based on the determination of selected criteria, considering ecologic, infrastructural and user-related aspects. With respect to ecologic criteria, the study considers resources and energy consumption as also the resulting CO2 equivalent emissions. The mean velocity and transport capacity are considered in the context of user-related criteria. Traffic space demand is an important and limited resource, especially in urban areas. The present study thus includes the determination and comparison of the relative traffic and parking space demands for the different modes of transport. The evaluation is based on a specifically developed evaluation methodology, considering weighted traffic performance indices, which are also proposed and discussed.ResultsWithin the present study, a database providing specific mobility-related criteria and parameters has been generated, representing technical characteristics and the effects of the use of different vehicles and means of transportation in urban areas. The illustrated results allow an objective evaluation of a broad range of different means of transportation and vehicles, based on introduced “weighted traffic performance indices” (WTPI).ConclusionsThe study contributes to a discussion of transportation technologies and allows a derivation of measures for further research topics to face future intra-urban mobility demands. This represents a basis for decision making on the priorisation of the most suitable transport systems for urban areas. It is shown that the motorised individual passenger transport as dominated by the use of private passenger cars in particular represents today the most inefficient form of inner-urban mobility.

The rapid development of tourism in Bali has encouraged the growth of significant hotel accommodation development. However, this development raises various problems, one of which is the practice of privatizing coastal border areas by hotel accommodation providers. This study aims to analyze the analysis of public policy regarding hotel accommodation for the benefit of tourism in Bali and examine the analysis of hotel accommodation policy towards the privatized coastal border area, with a case study on Puri Santrian A Beach Resort and Spa in the Sanur Beach Area, Denpasar. This study uses a descriptive qualitative research method used to analyze and describe the analysis of public policy regarding hotel accommodation for tourism purposes in Bali, especially related to the practice of privatization of coastal border areas. Research shows that the analysis of public policy regarding hotel accommodation has not been optimal. This is due to four main factors, namely: (1) communication that is not well established between the Governor as a policy maker and the Regent as the policy implementer, thus causing an overlap of authority; (2) limited resources, both in terms of quantity and quality of local government apparatus; (3) the disposition or willingness of policy implementers is weak because it is faced with their respective interests in increasing regional revenue; and (4) ineffective bureaucratic structures due to different understandings among local governments in understanding the substance and output of policies. Although the government has issued various regulations related to the protection of coastal borders, there is no policy that specifically regulates the practice of privatization of coastal borders. The government's inconsistency in policy enforcement is one of the main factors why the practice of privatization of coastal borders continues to this day. This study concludes that good synergy and communication between provincial and district/city governments are needed in the analysis of tourism policies, increasing the capacity of apparatus resources, and enforcing firm and consistent policies on the practice of privatization of coastal borders to realize sustainable tourism development and community welfare.

Transportation management and sustainable transportation planning were critical. A well-planned transportation system is extremely beneficial in terms of efficiency and environmental friendliness. To that end, parking charging was one of the transportation management topics covered in this study. A parking charging system is one in which a user can leave their vehicle at a particular place and pay a price based on the amount of time it was left unattended. Given the rising use of private vehicles, which has resulted in an increase in congestion and air pollution, it is believed that a parking fee system can be implemented to alleviate the situation. The primary purpose of this research is to develop a transportation model based on the parking price factor in Ringgit Malaysia (RM). At the completion of the study, a transportation model based on parking rates will be developed, and it is projected that once implemented, the percentage of private vehicles that use public transportation will increase. This model is deemed necessary in order to mitigate the harmful effect of an excessive number of private vehicles at UMS. The State Preference Survey (SPS) method was used. A questionnaire form was developed and distributed online to 300 respondents among the students of the Faculty of Engineering at UMS, in order to collect the required data. The data collected was then analyzed using linear regression to develop several transportation logistic models. The transportation models that have been developed in the form of a logistic model that can reflect the willingness of UMS students to shift from private vehicles to public transport. These models predict that when the parking price increases, the percentage shift of private vehicles to public transport will increase linearly. It is also found that 100% of drivers are willing to shift from private vehicles to public transport if the parking price per hour is RM 4.00. Shifting private vehicle users to public transportation may assist lower the number of private vehicles on the road and thus indirectly help mitigate the negative consequences of an excess of private automobiles.

When attempts are made to incorporate shared autonomous vehicles (SAVs) into urban mobility services, public transportation (PT) systems are affected by the changes in mode share. In light of that, a simulation-based method is presented herein for analyzing the manner in which mode choices of local travelers change between PT and SAVs. The data used in this study were the modal split ratios measured based on trip generation in the major cities of South Korea. Subsequently, using the simulated results, a city-wide impact analysis method is proposed that can reflect the differences between the two mode types with different travel behaviors. As the supply–demand ratio of SAVs increased in type 1 cities, which rely heavily on PT, use of SAVs gradually increased, whereas use of PT and private vehicles decreased. Private vehicle numbers significantly reduced only when SAVs and PT systems were complementary. In type 2 cities, which rely relatively less on PT, use of SAVs gradually increased, and use of private vehicles decreased; however, no significant impact on PT was observed. Private vehicle numbers were observed to reduce when SAVs were operated, and the reduction was a minimum of thrice that in type 1 cities when SAVs and PT systems interacted. Our results can therefore aid in the development of strategies for future SAV–PT operations.

The 2011 off the Pacific coast of Tohoku Earthquake occurred on 11 September 2011 and caused extensive tsunami damage along the Pacific coast of Japan. Many citizens used their cars to evacuate from the tsunami. This caused traffic congestion on the roads, preventing smooth evacuation and consequently leading to increased human casualties. This highlighted the dangers of using cars during tsunami evacuation. The purpose of this study is to verify the hazards of car use during tsunami evacuation and to evaluate the limitation of car use. The study was conducted in the western part of the old-Kitakamigawa River in Ishinomaki City, where there was significant tsunami inundation damage and traffic congestion has been reported. A tsunami evacuation simulation of the target area was constructed using the open-source software SUMO. Questionnaire survey data from the Tsunami Evacuation Joint Study Group of the Japan Association for Earthquake Engineering were used to analyze evacuation behavior such as place of departure and destination, and means of transport, and the results were used in the simulation. Scenarios were set up by controlling vehicle traffic at intersections and generated traffic volume. The simulation results suggest that traffic control at intersection where congestion is expected, may reduce the risk of evacuation by automobiles. The hazards of car-dependent evacuation were also confirmed, suggesting that the number of vehicles that can be used is extremely limited.

During the COVID-19 pandemic, changes were seen in city mobility patterns around the world, including in active transportation (walking, cycling, micromobility, and public transit use), creating a unique opportunity for global public health lessons and action. We aimed to analyse a global natural experiment exploring city mobility patterns during the pandemic and how they related to the implementation of COVID-19-related policies. We obtained data from Apple's Mobility Trends Reports on city mobility indexes for 296 cities from Jan 13, 2020 to Feb 4, 2022. Mobility indexes represented the frequency of Apple Maps queries for driving, walking, and public transit journeys relative to a baseline value of 100 for the pre-pandemic period (defined as Jan 13, 2020). City mobility index trajectories were plotted with stratification by country income level, transportation-related city type, population density, and COVID-19 pandemic severity (SARS-CoV-2 infection rate). We also synthesised global pandemic policies and recovery actions that promoted or restricted city mobility and active transportation (walking, cycling and micromobility, and public transit) using the Shifting Streets dataset. Additionally, a natural experiment on a global scale evaluated the effects of new active transportation policies on walking and public transit use in cities around the world. We used multivariable regression with a difference-in-difference (DID) analysis to explore whether the implementation of walking or public transit promotion policies affected mobility indexes, comparing cities with and without implementation of these policies in the pre-intervention period (Jan 27 to April 12, 2020) and post-intervention period (April 13 to June 28, 2020). Based on city mobility index trajectories, we observed an overall decline in mobility indexes for walking, driving, and public transit at the beginning of the pandemic, but these values began to increase in April, 2020. Cities with lower population densities generally had higher driving and walking indexes than cities with higher population density, while cities with higher population densities had higher public transit indexes. Cities with higher pandemic severity generally had higher driving and walking indexes than cities with lower pandemic severity, while cities with lower pandemic severity had higher public transit indexes than other cities. We identified 587 policies in the dataset that had known implementation dates and were relevant to active transportation, which included 305 policies on walking, 321 on cycling and micromobility, and 143 on public transit, across 230 cities within 33 countries (19 high-income, 11 middle-income, and three low-income countries). In the global natural experiment (including 39 cities), implementation of policy interventions promoting walking was significantly associated with a higher absolute value of the walking index (DID coefficient 20·675 [95% CI 8·778-32·572]), whereas no such effect was seen for public transit-promoting policies (0·600 [-13·293 to 14·494]). Our results suggest that the policies implemented to mitigate the COVID-19 pandemic were effective in changing city mobility patterns, especially increasing active transportation. Given the known benefits of active transportation, such policies could be maintained, expanded, and evaluated post pandemic. The discrepancy in the interventions between countries of different incomes highlights that changes to the infrastructure to prioritise safe walking, cycling, and easy access to public transit use could help with the future-proofing of cities in low-income and middle-income countries. None.

The influence of the built environment in the social impact of the low emission zones of Madrid (Spain)

Chapter 6 - Determinants of Transport Choices

Does the information provider choose to promote public transport use or protect public health? A case study in China