Emission analysis and sustainable mobility scenarios in Italian cities

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.

Urban climate change mitigation and adaptation planning: Are Italian cities ready?

Autonomous vehicle market development in Beijing: A system dynamics approach

P-075 Introduction: Exposure to ambient particulate matter (PM) has been associated to multiple adverse health effects. In urban environments motor vehicles are one major source contributing to ambient PM concentrations. The vehicle fleet is a mixture of vehicle types which make unequal contributions to the ambient PM burden. To explore the differential contribution by vehicle type, we used a real-world laboratory provided by Baltimore's Fort McHenry Tunnel. Sampling stations were set up in the exhaust plenums of 2 different bores of the tunnel. One bore (Bore 4) carries predominately diesel traffic and Bore 3 carries predominately passenger cars with other mixed traffic. Comparisons of the size, concentration, physical and chemical characteristics of particulate matter in both bores were conducted. Methods: Particulate matter samples were collected in each bore using PM10 and PM2.5 impactors. Particle size was determined using an Aerodynamic Particle Sizer (APS) and a multi-staged DRUM sampler. Continuous monitoring was also conducted in each Bore using a ThermoMIE pDR. In addition, bulk airborne dust was collected using a high volume cyclone collector. Once characterized, this bulk dust will be used for in vivo and in vitro testing to assess PM toxicity. Results: Measurements within each tunnel with the MIE pDR show a 1.7 fold difference between bores. PM concentration in Bore 4 was 242% and 250% higher than Bore 3 for PM10 and PM2.5, respectively. Mean PM10 concentration levels for Bore 4 and Bore 3 were 121 ug/m3 (sd 66 ug/m3,) and 50 ug/m3 (sd 13 ug/m3) respectively. PM2.5 mean concentrations were 87 ug/m3 (sd 43 ug/m3) and 34 ug/m3 (sd 11ug/m3) for Bore 4 and Bore 3, respectively. Paired t-test analysis of PM10 and PM2.5 samples indicate a significant difference (P < 0.001). PM concentration in the different tunnel bores was found to be dependent on the overall numbers of vehicles, as well as the number of diesel-powered vehicles. Metal content of the airborne PM also varied significantly between bores and was dependent on vehicle traffic composition. Discussion and Conclusions: The differences in fleet composition between the two bores of the Ft. McHenry Tunnel provide a unique opportunity to evaluate vehicular emissions in a highly concentrated real-world environment. The results of this study provide data on an important source signature, i.e. diesel-powered vehicles. Finally, bulk PM collected inside the tunnel will be used to assess the relative toxicity of PM collected from each of the tunnel bores.

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.

This paper presents findings from a document study, survey, and workshops held in a Swedish municipality. The empirical focus of the study is on the role of transport in municipal planning and transport's potential contribution to urban sustainability in the municipality. The case study highlights a problem familiar to many municipalities — a transport sector largely dependent on fossil fuel private vehicles that generates significant impacts on the climate and environment, along with other economic and social costs. However, despite awareness of these negative impacts, it is difficult to implement measures to reduce the use of private vehicles and enable a transition towards a sustainable transport sector. In Sweden, municipalities have exclusive planning monopolies and an extensive range of other powers. Despite this, many municipalities are struggling to reduce car dependency and enable sustainable mobility. This paper questions the extent to which the municipality and its governance processes are capable of contributing toward sustainable development, both locally and globally, in the absence of radical measures. In particular, the paper considers why, despite having adopted objectives to promote sustainable mobility, does the municipality struggle with the implementation of measures to enable sustainable mobility? Why is there a difference between words and actions?

Traffic congestion that occur between the city of Surabaya and the surrounding buffer cities which are 30 to 50 kilometers away are caused by the increasing use of private vehicles and the decreasing use of public transportation because it is considered that the process will be complicated and travel ineffective. This will cause an imbalance between the capacity of the highway and the number of vehicles, resulting in traffic congestion, especially during peak hours. To overcome this problem, improvements are made to sustainable and community liveability in the form of optimal utilization of existing properties in the city, including rivers and existing railroad. With the background above, this paper will present the idea of a solution to overcome traffic congestion by utilizing the drainage channel or rivers and the single tracks railroad to become MRT lanes. This transportation system innovation will be proposed as an evaluation of the Indonesian Railroad Master Plan (2018 to 2030), specifically to be implemented in the city of Surabaya and surrounding.

Based on the data from the Bandung City Central Statistics Agency in 2020, population growth has been increased by 0.49%. The use of private vehicles, certainly affects the growth of traffic movements, especially at the Surapati Gasibu Intersection, Bandung City. To find out the traffic flow that passes through Surapati Street, a study was carried out using a movement generation model. The generation model uses the multiple regression analysis methods with the generated variable being the number of vehicles (Y) and the variables that influence it are the population (X1), the number of domestic tourists (X2), and the value of gross regional domestic income (X3) in Bandung. The data was obtained through the publication of the Bandung City BPS from 2012 to 2021 (10 years). Using the data analyst feature in Microsoft Excel, the regression equation is found to be Y = -7,003,565.898 + 3.213 X1 + 0.142 X2 and the growth value of traffic movement is at 2.39% per year. It means in 30 years the average traffic will grow by 20% and need a renewal intersection. Keywords: traffic, generation, Surapati Gasibu, Bandung

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.

Parking is an absolute part of a journey, especially if one uses a private vehicle. Studies on parking have been conducted since the 1970s as part of the literature on individual travel, which is developing quite rapidly and is becoming increasingly important in urban planning; it is directly related to the availability of land used for parking. Public parking lots are found in the downtown area (CBD) and the commercial area. One example of cities that experience lack of available off-street parking lots in the city center is the Cimahi. Consequently, it gives rise to congestion and increased use of private vehicles that are increasingly high; with the number of vehicles being 312,033 units, around 80% were motorcycles. Based on the results of the calculation of several models, the response chosen was the response of switching to public transportation, having a Nagelkerke R Square value of 41.1%, with seven variables having a significant partial effect. Furthermore, after calculating using a probability analysis of public transport users with tariff options on stated preference responses with the lowest tariff of Rp2,000 will result in 55.65% of the opportunity to switch modes from private vehicles to public transportation.

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.

PurposeThe purpose of this paper is to investigate the changes in well-being in the Italian reality, in particular, through the study of major cities. The study is based on a set of data provided by the Italian Institute of Statistics (ISTAT) with the aim to highlight the Italian urban situation and the comparison between the well-being situation assessed in a pre-crisis context and the one observed after it, in order to understand how events have influenced levels of well-being in the main Italian cities.Design/methodology/approachThe paper aims to examine the quality of life (QoL) levels in the metropolitan cities, using data from the URBES report (a report that provides data and information concerning the Italian urban situation), published in 2013, which investigates QoL and well-being in major Italian cities. It is based on the framework of the “Benessere Equo e Sostenibile” report that appraises well-being in Italian regions by a great deal of variables belonging to 12 different dimensions. Using this data source, the authors will proceed to the construction of a composite well-being index.FindingsThe paper intends to show how the well-being level in Italian cities has changed in recent years, taking into consideration ten different dimensions of well-being. The need to consider different dimensions of well-being for its comprehensive evaluation is widely discussed in the literature, and the framework provided by ISTAT is innovative in this sense.Originality/valueThe paper presents an aggregate measure of well-being in Italian cities on the basis of new theoretical concepts and complete and detailed data.

Urban growth and population expansion have resulted in a rapid increase of motor vehicles, especially private vehicles across the city premises. To control problems like pollution and congestion etc., it is vital to reduce the number of private vehicles. The promotion of the use of public transit can help to achieve this. But, in almost all the cities of India the quality of the public transport is not up to the expectation levels of the users which leads to the use of private vehicles. Many researchers argued that public transport can potentially reduce the use of private vehicles if it is well maintained. Improvement of the service quality of public transport is therefore important. But the challenging step in the improvement process is to assess the quality and identification of parameters to be considered. Therefore, in this paper, an attempt has been made to analyze the previous literatures associated with quality assessment of the public transport is discussed and some conclusion is drawn.KeywordsPublic transportSubjective measuresObjective measuresQuality assessmentLevel of Service

The increasing urban population and rapid growth in the number of vehicles have created significant challenges in managing urban traffic efficiently. Traditional traffic management systems, based on pre-timed signals and static infrastructure, often fail to adapt to real-time traffic fluctuations, leading to frequent congestion, delays, road accidents, and increased air pollution. In response to these challenges, the Smart Traffic Management System (STMS) presents a modern, technology-driven solution aimed at improving the efficiency, safety, and sustainability of urban transportation networks.The proposed STMS integrates advanced technologies such as the Internet of Things (IoT), Artificial Intelligence (AI), Machine Learning (ML), and cloud computing to monitor, analyze, and control traffic flow in real-time. IoT-enabled sensors, cameras, and GPS devices installed at key traffic intersections and on vehicles gather real-time data on traffic density, vehicle speed, road conditions, and environmental factors. This data is transmitted to a centralized processing unit, where intelligent algorithms analyze traffic patterns and make dynamic adjustments to traffic signal timings based on current demand. Furthermore, the system incorporates predictive analytics to anticipate congestion and suggest alternate routes to drivers via mobile applications or smart navigation systems. Emergency vehicle prioritization, pedestrian safety monitoring, and integration with public transportation systems are also key features of the system, contributing to a more inclusive and responsive traffic ecosystem. The implementation of a Smart Traffic Management System has the potential to significantly reduce travel time, fuel consumption, and greenhouse gas emissions, while also improving road safety and commuter experience. Additionally, the system’s scalability and adaptability make it suitable for deployment in cities of varying sizes and complexities. This paper explores the architecture, functionalities, implementation strategies, and benefits of STMS, while also addressing the potential challenges such as data privacy, infrastructure costs, and the need for policy support.

the romance of the Third Crusade has led most historians and laymen to interest themselves primarily in the martial exploits of leaders such as Richard the Lion Heart, Philip Augustus, or Conrad of Montferrat. This habit tends to minimize the importance of the crusade, as the heroes achieved only modest victories in the Christian cause. The momentous changes that the crusade wrought on the workaday world of the Near East have been largely overlooked. For that reason, attention will be focused here on two points: the alterations in the accessibility to markets caused by the events surrounding the Third Crusade, and the rearrangement of the traditional spheres of commercial interest that these events and the crusade itself brought about for the major Italian commercial cities of Genoa, Pisa, and Venice. Both of these developments were to have devastating effects on these Italian cities, which dominated the economy of the Mediterranean, and on the crusading states that they largely supported.1 Before going into the effects of the crusade, a general picture is needed of the economic situation in the Levant on the eve of Saladin's conquest. Of major concern here is the movement of goods from the exotic East to Mediterranean outlets. One commonly used route went overland, splitting near Hamadan into three branches which went to Baghdad, to Antioch, and across the Black Sea to Constantinople. This was the traditional silk route in use since the days of the Roman Empire and travelled by Marco Polo at the end of the 13th century. The other two major routes crossed water and carried the spices of the East. One brought goods up the Persian Gulf to Basra for caravan shipment to Baghdad, then on to Antioch and Damascus for redistribution to the