Prelims

Do urban workers commute too much? Bruce Hamilton (1982) was the first to raise the question whether urban workers' commuting journeys are too long or, in his terms, "wasteful." He argued that the monocentric urban model predicts that workers' commuting journeys will be minimized. To test the model, he calculated the minimum commuting journey length for the average worker in a group of U.S. cities and compared the results to the actual average commuting journey length for those workers. He assumed that any difference between the two figures was "wasteful commuting." He found that the average minimum commuting distance was only 1.1 miles, but the average distance actually commuted by workers in those cities was 8.7 miles, or nearly eight times as great. Hamilton therefore concluded that the monocentric urban model has little predictive value concerning commuting behavior and that actual commuting behavior could be predicted just as well using an assumption that commuting is random. Commuting behavior is a central feature of any model that purports to explain urban residential and job location choice. Hamilton's assertion that the monocentric urban model has little predictive value concerning commuting behavior therefore strikes at the heart of

-3 HHE work of several writers appears largely to have succeeded in mak..Ling disreputable the once fashionable practice of crediting public investment activities in the development of water resources, in particular, with substantial "secondary" or "indirect" benefits.2 Secondary benefits in one guise or another still appear to be much in style, however, in dealing with the benefits of investments in highways and other transportation facilities. Among the benefits of highway investment to which reference is commonly made are those presumed to accrue to property owners. More specifically, many studies have demonstrated that land values tend to increase sometimes dramatically-in the vicinity of newly improved highways.3 Since these increases are independent of the extent to which the affected property owners use the highway facilities involved, such gains are quite properly labeled "non-user benefits." They are, furthermore, commonly regarded as benefits over and above those that accrue to highway users. That is to say, they are regarded as benefits that must in some way be added to those arising directly from highway use if total highway benefits are to be estimated accurately. Although widely accepted (particularly among highway planners), this final conclusion is, as it happens, fallacious. That property values increase in the vicinity of highway improvements does reflect the existence of highway benefits. Careful analysis of highwayland value relationships can yield valuable information on the magnitude of these benefits. Increases in land value are not in themselves net highway benefits, however. Rather, they reflect an actual or potential transfer of benefits derived from highways from one population group to another. Furthermore, the fact that land values generally do increase in the vicinity of highway improvements by no means guarantees that a net effect of these improvements is to increase land values as a whole. The primary goal of this paper is to demonstrate these assertions by exploring the relationship between land values on the one hand and transportation costs and reductions in them on the other. More specifically, Section I demonstrates the effects of certain types of transporta1 I am indebted to Robert Clower, William Garrison, William Pendleton, and Stephen Sobotka for much helpful advice. Richard Morrill undertook one of the preliminary analyses underlying the material reported in Section II, while Harold Williamson, Jr., directed most of the statistical work entailed in this section. The work reported here was undertaken as part of a larger study of the nature and measurement of highway benefits carried out with the support of the Bureau of Public Roads. My views do not necessarily reflect those of the Bureau, however.

MOTORCYCLE-PROPELLED PUBLIC TRANSPORT AND LOCAL POLICY DEVELOPMENT: The Case of “Tricycles” and “Habal-habal” in Davao City Philippines

The purpose of this study is to analyze the research trends of traffic research through analyzing the semantic network of existing traffic related research papers and to compare research trends in Korea. The subjects of the analysis are about 21,000 research papers collected from the database of 'Web of Science' which is an academic information database. Using the open source software, Khcoder, semantic network analysis was carried out with meta information such as theses, abstracts, research fields. As a result of the analysis, major research areas were divided into traffic model and analysis, energy efficiency, vehicle, and mobile behavior. As a result of analyzing the major research changes by period, researches focused on reducing the use of fossil fuels before and after the 1992 Climate Change Convention have increased intensively. This can explain that the policy has a great influence on the flow of research. From 1970 to 1996, there were 9772 research articles in the United States and 456 research articles in Korea. Results of the semantic network analysis The United States and Korea show similar network patterns despite differences in terms such as history, geography, economic power, and population. However, the difference between Korea and the United States is that research on public transport such as buses and transportation is being carried out steadily. This explains that Korean transportation research and policy accepts American academic theory as it is, but it shows that public transportation research should be continuously carried out in accordance with the situation of Korea where population is small and population is concentrated in city. Quantitative and objective analysis methods need to be developed to objectively analyze advanced European transport policies and research trends promoting public transport policies for the above reasons. Therefore, this study is meaningful because it tried to analyze research trend through quantitative analysis method called semantic network analysis.

What are the social impacts of a new, less efficient public transport system in a city that is known for its inequality concerning access to daily activities and participation in urban life? More precisely, what are the implications of a re-regulated transport system, if the city has previously gone through a long period of deregulation? Are the changes limited to altered accessibility conditions, or are there further consequences for people's travel competencies, habits and mobility patterns? And what does that mean for the dissolution or manifestation of social inequality and risks of social exclusion? With a specific regard to these interests, this work specifically focuses on the case of Santiago de Chile. There the public transport policy passed from a period of complete de-regulation in the 1970s and 1980s to a period of re-regulation as of the 1990s. During the deregulation period, the services had been characterized by an uncoordinated oversupply of private busses that existed in parallel to the more expensive public metro. In order to suspend the stigmatization of bus-based transport as the 'mode for the poor', the sophisticated 'Transantiago' bus system was implemented in February 2007, which was modelled of the famous BRT system 'Transmilenio' in Bogotá. The Transantiago project included the total re-design of the network system and the private operating companies at one glance. It introduced new vehicles and infrastructures as well as an electronic ticketing system that combined the bus and metro systems in a tariff union. Unfortunately, the ambitious project failed, due to various political, technical and social reasons. Up until today, the acceptance and satisfaction of the inhabitants with Transantiago have been rather low. Being aware of the importance of the technical problems, this study concentrates on the social problems and the related impacts Transantiago has had on people's daily life. The research is done on the basis of three hypotheses that are strongly based on the concept of 'motility', i.e. the potential to be mobile, including the set of factors which enable spatial mobility (access, competencies and appropriation). The hypotheses are tested on the basis of a mixed approach that combines various qualitative methods with an 'ad-hoc' survey of 2000 households in five different areas of the metropolitan Santiago area. The survey results are analysed on the basis of various spatial and statistical procedures, including, among others, structural equation modelling. We first consider the relation between the differences related to mobility and the social differences during the period of deregulation and describe the major mobility patterns and habits developed during that time (hypothesis 1). Then we come to the Transantiago failures and the changes imposed on people's accessibility conditions, travel competencies, preferences and habits (hypothesis 2). Finally we also explore the impact the Transantiago system has had on people's daily life, more precisely on people's daily activities and the activity locations as well as the main travel modes used to reach these locations. Comparing people's current activity patterns and travel patterns with those of the deregulated transport period, we intend to reveal if Transantiago has aggravated or alleviated existing mobility inequalities and related risks of social exclusion (hypothesis 3). The results show that mobility patterns developed during the deregulated period have had a strong negative impact on people's ability to get used to and accept the sophisticated Transantiago system. Particularly people of low income, people of a lower education level, people without access to a private car and people who live in peripheral areas and don't have direct access to the metro were most heavily impacted. Sometimes, older people and women within these groups suffered more than younger adults and men. The initial difficulties have had a negative impact on the current evaluation and image of public transport, and on the other hand they have exacerbated already existing risks of social exclusion and segregation. Especially the more 'vulnerable' inhabitants have adapted their daily activity patterns and travel patterns. They travel less for job-related and leisure-related purposes; they prefer other modes to bus-based public transport and remain often closer to their place of residence than before the Transantiago implementation. Nonetheless, Transantiago has also had some positive impacts such as increased spatial mobility for inhabitants with direct access to the metro, low travel expenditures due to permanent operating subsidies as well as reduced environmental emissions and safety problems. After all, it is hardly possible to definitively determine if the current mobility-related and social inequalities are effectively a consequence of the Transantiago system. It is also unclear if these inequalities have today a more widespread impact than during the deregulated transport period. In general, throughout this study the important influence of income and social status on inhabitants' mobility conditions and travel behaviour is revealed. Alternative concepts related to residential preferences and urban lifestyles turn out to be less pertinent to the explanation of social differences in travel behaviour. This also means that transport policy aimed at equal mobility conditions can only give a contribution to social inclusion. Therefore, additional urban and social measures are needed. This work consists of six parts. Following the introduction (chapter 1), a broad theoretical framework is presented where the different topics of interest are discussed and examples of empirical studies are presented, with a focus on emerging economies (chapter 2): transport regulation and deregulation and recent trends in public transport policy and supply (2.1); the various spatial, social and individual determinants of travel behaviour and mobility patterns and the implications for transport research (2.2); mobility inequality as possible source of social exclusion, which calls for transport policy making with a focus on social equity (2.3). After having presented the research hypotheses and the methodology employed (chapter 3), the case study area of Santiago is introduced. In this context we describe the development from the deregulated transport period up until today with regard to four issues: the spatial and social structure of the city as well as the development of transport policy and people's mobility patterns (chapter 4). Each of the three hypotheses is analysed and evaluated on the basis of the own empiric works (chapter 5). The work concludes with a synthesis as well as some final remarks and implications for the development of transport policy in Santiago and other cities in emerging economies, where comprehensive transport changes are envisaged (chapter 6).

Social exclusion, vulnerable groups and driving forces: Towards a social research based policy on car mobility

THE SCOPE OF TRANS-ATLANTIC TRANSPORT RESEARCH: Introduction to the STELLA Network

PROTOCOL: The effects of road infrastructure, and transport and logistics services interventions on women's participation in informal and formal labour markets in low- and middle-income countries: a systematic review.

Geographical AnalysisVolume 9, Issue 2 p. 195-205 Free Access Time-Distance Transformations of Transportation Networks James W. Clark, James W. Clark James W. Clark is instructor, Urban Transportation Program, Departments of Civil Engineering and Urban Planning, University of Washington This report was produced as part of a research and training program in urban transportation sponsored by the Urban Mass Transportation Administration of the United States Department of Transportation. The results and views expressed are not necessarily endorsed by the Urban Mass Transportation Administration of the Department of Transportation.Search for more papers by this author James W. Clark, James W. Clark James W. Clark is instructor, Urban Transportation Program, Departments of Civil Engineering and Urban Planning, University of Washington This report was produced as part of a research and training program in urban transportation sponsored by the Urban Mass Transportation Administration of the United States Department of Transportation. The results and views expressed are not necessarily endorsed by the Urban Mass Transportation Administration of the Department of Transportation.Search for more papers by this author First published: April 1977 https://doi.org/10.1111/j.1538-4632.1977.tb00573.xCitations: 20 James W. Clark is instructor, Urban Transportation Program, Departments of Civil Engineering and Urban Planning, University of Washington This report was produced as part of a research and training program in urban transportation sponsored by the Urban Mass Transportation Administration of the United States Department of Transportation. The results and views expressed are not necessarily endorsed by the Urban Mass Transportation Administration of the Department of Transportation. AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Citing Literature Volume9, Issue2April 1977Pages 195-205 ReferencesRelatedInformation

Chapter 1. Transportation and Geography Concepts: 1. What is Transport Geography? 2. Transportation and Space 3. Transportation and Commercial Geography 4. The Geography of Transportation Networks Case Study: Strategic Maritime Passages Chapter 2. Transportation and the Spatial Structure Concepts: 1. Historical Geography of Transportation 2. Transport and Spatial Organization 3. Transport and Location 4. Future Transportation Case Study: High Speed Rail Systems Chapter 3. Transportation Modes Concepts: 1. A Diversity of Modes 2. Intermodal Transportation 3. Passengers and Freight: Complementarity and Competition Case Study: Information Technologies and Mobility Chapter 4. Transportation Terminals Concepts: 1. The Function of Transport Terminals 2. The Location of Terminals 3. Transport Terminal Governance Case Study: Inland Ports Chapter 5. International Trade and Freight Distribution Concepts: 1. Transportation, Globalization and International Trade 2. Commodity Chains and Freight Transportation 3. Logistics Case Study: Commodity Chain Analysis: The Cold Chain Chapter 6. Urban Transportation Concepts: 1. Transportation and Urban Form 2. Urban Land Use and Transportation 3. Urban Mobility 4. Urban Transport Problems Case Study: City Logistics Chapter 7. Transportation and the Economy Concepts: 1. Transport and Economic Development 2. Transport Costs 3. Transport Supply and Demand Case Study: The Cruise Industry Chapter 8. Transport, Energy and Environment Concepts: 1. Transport and Energy 2. The Environmental Impacts of Transportation 3. Transport and Sustainability Case Study: Green Logistics Chapter 9. Transport Planning and Policy Concepts: 1. The Nature of Transport Policy 2. Transport Planning 3. Transport Safety and Security 4. Transportation and Disasters Case Study: Security, Transport and Health Planning: The Challenge of Pandemics Chapter 10. Methods in Transport Geography 1. Methods in Transport Geography 2. Definition and Properties of Graph Theory 3. Measures and Indices of Graph Theory 4. Geographic Information Systems for Transportation (GIS-T) 5. The Notion of Accessibility 6. Network Data Models 7. Technical and Economic Performance Indicators 8. Gini Coefficient 9. Spatial Interactions and the Gravity Model 10. Market Area Analysis 11. The Policy Process. Conclusion: Issues and Challenges in Transport Geography Glossary

Proceedings of the 11th International Conference of Chinese Transportation Professionals, held in Nanjing, China, August 14-17, 2011. Organized by Chinese Overseas Transportation Association (COTA); Southeast University. Sponsored by the Transportation & Development Institute of ASCE; National Natural Science Foundation of China (NSFC). This collection contains 434 peer-reviewed papers discussing critical transportation issues, sharing experience in transportation research and development, and exchanging ideas for future transportation studies. Topics include: transportation policy and economics; transportation planning and modeling; traffic operations, management, and control; intelligent transportation systems (ITS); traffic safety and emergency response; transportation and sustainability; transit and rail systems; transportation infrastructure design and construction; pavement and materials engineering, and highway maintenance; logistics and freight transportation; vehicle technologies; and water transportation and aviation.

Introduction General Status of urban transport in India and developing countries Status of public transport with respect to coverage, feet strength, and utilization in urban areas Sustainability and land use consideration Demography and Settlement Patterns Introduction Demographic changes of India since 1950 Gross domestic product (GDP) Migration to urban areas Growth of slums in urban areas Accessibility and mobility issues for rural settlements Transport infrastructure scenario in India Different Modes and Their Characteristics Mode of transport Transport systems definitions and classifications Intermediate public transport Public transport modes Classification of mass transit modes Integrated transport infrastructure approach A look ahead in public transportation Comparative analyses Current Scenario of Public Transport (PT) in Developing Countries Current perception of PT Current planning and operational practices Issues of coordination and level of services Funding pattern Differences in scenario with respect to developed countries Public Transport Planning in Rural Areas Planning strategy Network planning Travel demand estimation Stakeholder consultation and preferences Public transport mode options Public Transport Planning In Urban Areas Urban transport planning Travel demand estimation Efficient use of existing/proposed infrastructure Routing and scheduling of public transport Intermodal coordination Stakeholder consultation and preferences Feasibility for higher-order modes like BRT and Metro rail Management of Public Transport Urban transport management Data collection, retrieval, and analysis for effective management Role of private sector in public transport management The global trend Assessment of user satisfaction Resource Needs for Public Transport Financial performance of public transport organizations Inter STU comparison Review of the existing funding pattern Estimation of resource requirements Institutional finance for STUs Innovative methods to generate revenue surpluses Economics of Public Transport Cost of public transport services Manpower requirements Estimation of social, economic, and environmental benefits References and Bibliography Index

Health is always an important aspect of every individual and every community to ensure a happy life, happy community, well-being, to increase productivity, and to save health care costs. For every individual and community, good health is considered one of their main goals and one of the vital inputs for sustainable development. In the first International Conference on Health Promotion, there was a statement that “Good Health is a major resource for social, economic and personal development and an important dimension of quality of life” (WHO,1986). However, human health is a complex issue and is influenced by many sectors beyond the health sectors. Among these sectors, transport plays an essential role in both promoting and threatening health. Health benefits of transport include providing people with accessibility to employment, education, shops, recreation, social and family networks, health care services, a wide range of other services, and giving the opportunities for integrating physical activity into daily life through walking and cycling. However, transport also creates tremendous detrimental health effects directly through traffic accidents, air pollution, noise pollution, and stress. These adverse health effects of transport are becoming global issues. Additionally, transport generates other indirect health effects on the population through land consumption, community severance, and climate change, which are generally ignored when thinking about the health impacts of transport. The negative health impacts of the transport system are highly related to private motorised transport, which are consequences of transport infrastructure and transport policies that focus on the movement of private motor vehicles. Despite the adverse health effects associated with private motorised vehicles, the number of individual motorised vehicles is still increasing as a result of the increase in travel demand. The travel demand is predicted to grow continuously due to economic development, population growth and urbanisation, particularly in urban areas where the current transport system has already experienced an imbalance between supply and demand. Consequently, the negative health impacts of transport will continue to increase and if no effective solution is implemented, the negative health effects of the transport system will become worse. A number of actions have been implemented to mitigate the negative impacts of the transport system, such as mixed land use, control vehicle ownership, apply stricter emission standards, congestion charge, vehicle sharing, and parking control. However, the benefits of these actions are limited and largely offset by the growth in travel demand. Among solutions, the shifting from private motorised transport to active transport (walking and cycling) and public transport seems to bring health benefits for both, individual and community. This approach is presented as an obvious solution to improve health and wellbeing through increased physical activity, reduced air and noise pollution, decreased greenhouse gas emissions, increased social interaction, reduced land consumption, provided equal opportunity, livability and transport efficiency without the side-effect of pollution. As health awareness is increasing rapidly, promoting active transport and public transport as healthy transport modes may contribute to improve the image and increase the attractiveness of these transport modes. Therefore, the infrastructure supporting active transport and public transport, together with policies to promote walking, cycling, and public transport use are crucial for transport systems and deserves ongoing attention. This study aims to improve transport-related health impacts through promoting active transport and public transport. Firstly, the primary transport-related health impacts have been investigated. Four primary transport-related health impacts have selected for detailed investigation, including traffic accidents, health impacts of exposure to traffic-related air pollution, health impacts of exposure to traffic-related noise pollution, and transport-related physical activity. The cause-effect relationships have been developed for these four major transport-related health impacts showing the health impact pathway of transport from the source to the human. Factors influencing these health impacts have been comprehensively described. Secondly, the literature review on the association of transport mode use and its health impacts on its users and other road users as well as on the general population has been conducted. Thirdly, as a case study, the transport-related health impacts in Ho Chi Minh City have been investigated in more detail. The awareness of commuters, the general population, and city authorities about the health impacts of transport is also evaluated. Then, the health impact assessment has been reviewed, and a causal pathway of transport and health has been proposed. Based on that, a qualitative health impact assessment of increasing active transport and public transport in HCM has been conducted. Fifthly, a health-oriented transport policy has been discussed, and a goal and objective system of the health-oriented transport policy has been proposed. Then, the importance of active transport and public transport in a healthy transport system has been highlighted. Finally, five strategies to promote active transport and public transport have been proposed.

Sustainable Urban Mobility Planning in Central Eastern Europe: Case Examples from Poland and Croatia

Proceedings of the Ninth International Conference of Chinese Transportation Professionals, held in Harbin, China, August 5-9, 2009. Sponsored by North American Chinese Overseas Transportation Association (NACOTA); Harbin Institute Of Technology; Transportation and Development Institute of ASCE. This collection of 488 papers covers topics in the following areas of interest to transportation professionals: transportation safety; transportation planning and operations; emergency response systems and technologies; intelligent transportation systems; energy saving and alternative energy; automotive exhaust treatment and environmental protection; new technology on transportation infrastructure (pavement, bridge); highway maintenance and management; transportation management, economy, and policy; logistics; vehicle operations technologies; and rail and transit systems.