Alternative Transportation Services Research Articles

Oklahoma crisis transport model aims to eliminate stigma, decriminalize MH

A little more than a year has passed since Oklahoma mental health leaders implemented a behavioral health transportation model throughout the state for individuals in psychiatric crisis. The alternative transportation services are considered the first of their kind in the country, according to state mental health officials, and they replace transportation in a law enforcement vehicle for individuals in need of higher levels of treatment who would usually sit handcuffed in the back seat.

Maintaining mobility: how productive aging affects driving among older drivers

ABSTRACT There is a lack of research on whether participating in productive aging (PA) activities affects driving among older adults and each PA activity’s independent effect on driving. This study aims to assess how PA activities affect driving frequency using the social ecological model. Ordinal regression was used to analyze data from the National Health and Aging Trends Study (n = 4655). We examined whether participation in PA activities and perceived importance of PA activity participation were related to driving frequency. Higher driving frequency was observed among older adults who worked for pay, provided care, visited friends and family, went out for enjoyment, and had higher perceived importance of PA activity participation. Alternative transportation services and programs could be implemented to ensure safety, mobility, and PA participation as the population continues to age.

Measuring Changes in Multimodal Travel Behavior Resulting from Transport Supply Improvement

Despite the desired transition toward sustainable and multimodal mobility, few tools have been developed either to quantify mode use diversity or to assess the effects of transportation system enhancements on multimodal travel behaviors. This paper attempts to fill this gap by proposing a methodology to appraise the causal impact of transport supply improvement on the evolution of multimodality levels between 2013 and 2018 in Montreal (Quebec, Canada). First, the participants of two household travel surveys were clustered into types of people (PeTys) to overcome the cross-sectional nature of the data. This allowed changes in travel behavior per type over a five-year period to be evaluated. A variant of the Dalton index was then applied on a series of aggregated (weighted) intensities of use of several modes to measure multimodality. Various sensitivity analyses were carried out to determine the parameters of this indicator (sensitivity to the least used modes, intensity metric, and mode independency). Finally, a difference-in-differences causal inference approach was explored to model the influence of the improvement of three alternative transport services (transit, bikesharing, and station-based carsharing) on the evolution of modal variability by type of people. The results revealed that, after controlling for different socio-demographic and spatial attributes, increasing transport supply had a significant and positive impact on multimodality. This outcome is therefore good news for the mobility of the future as alternative modes of transport emerge.

How does driving status affect trip patterns among older adults in suburban and rural communities?

IntroductionMobility limitation can hinder one's access to goods and services that may lead to poor health outcomes, especially among older adults who do not drive. Existing literature on older adults' mobility limitations has majorly focused on single transportation mode (e.g., walking, public transit), and little is known about the differences in trip purposes and all-mode transportation patterns between driving older adults and non-driving counterparts especially in suburban and rural areas with more aging population. Methods502 individuals aged 65 and older were included in our study drawn from a transportation survey conducted in Washington County, Wisconsin. Binary and ordered logistic regression analyses were conducted to determine whether older adults’ driving status was significantly associated with their trip purposes and trip frequency by various modes, while controlling for covariates including socio-demographic characteristics. ResultsA larger percentage of non-driving older adults compared to driving counterparts needed to make maintenance trips (e.g., medical or dental appointments, food pantry) but a smaller percentage for leisure trips (e.g., socializing, movies/art/theater). However, there was no difference in subsistence trips (e.g., worship, work) between drivers and non-drivers. While making more trips via dependent modes (e.g., riding with family or friends, public transit), non-driving older adults traveled less frequently than older drivers overall, because they made fewer trips via independent modes (e.g., driving, walking). ConclusionsThe findings indicate that non-driving older adults are in greater need for medical care or food assistance, as well as having greater limitations in mobility and dependency on others for trips. In addition, further analyses in this study suggest improvement of alternative transportation services (e.g., advanced vehicle scheduling methods, inter-county transit service collaboration), usage of assistive technology, and education about transportation services to help improve mobility among non-driving older adults in suburban and rural areas.

English

The increase in the North Barito district's economy also affects increasing the volume of people and goods transporting into and out of the North Barito district. Providing reliable transportation needs to be done, one of which is by providing alternative transportation services by train. To obtain information on the extent of public interest in trains, it is necessary to choose existing and new transportation modes, namely between airplanes, minibusses, and trains. The route analyzed is from MuaraTeweh-Palangkaraya. The analytical method used is the Multi NomialLogit approach. Based on the results obtained, the attributes include personal characteristics that influence the mode choice, gender, and the traveler's income level. The characteristics of traffic movements that affect the model are travel time, travel cost, and transportation services level. The probability of a balance between the three modes of transportation under study is obtained because the train's cost is IDR. 250,000, -, minibus cost IDR. 200,000, - and an airplane cost IDR. 295,000, -. Keywords: mode choice, sensitivity, travel cost, travel time

Balancing Mobility and Driving Safety: Facilitators and Barriers for Driving Frequency Among Older Drivers

Being able to drive safely ensures older adults’ transportation mobility and independence. It is also a key element for social participation and to achieve productive aging. However, when accounting for driving exposure, crash risk and crashed-related deaths increase for older drivers aged 70 years and plus. By analyzing data from NHATS, this study aimed to assess factors that might affect driving frequency (a five-category ordinal variable that measured how often people drove places). I examined whether productive aging activities (e.g., working, volunteering, caregiving, leisure, religious participation, civic engagement), perceived importance of social participation, mental wellbeing, physical capacity, cognition, sensory function, and community environment were either positively or negatively related to driving frequency. Age, gender, race, household size, marital status, and self-rated health were controlled for in this study. Results from ordinal regression showed that higher driving frequency was observed among older adults who reported that they worked for pay, provided care, visited friends and family, and went out for enjoyment. Higher driving frequency was also related to a higher perception of social participation importance. Inability to walk six blocks, lower scores on delayed word recall, and poorer vision were associated with lower driving frequency. Lower driving frequency was also found among women, married couples, and people with worth health and advanced age (80 years and older). These results suggest that higher driving frequency is associated with active social engagement and participation. New vehicle technologies or alternative transportation services and programs could be implemented to ensure safety, mobility, and social participation.

“Down Where the South Begins”: Black Richmond Activism before the Modern Civil Rights Movement, 1899–1930

“Down Where the South Begins”: Black Richmond Activism before the Modern Civil Rights Movement, 1899–1930

Preferencje młodych użytkowników przestrzeni miejskiej Krakowa w zakresie wyboru alternatywnych form transportu

W dużych miastach obserwujemy rozwój transportu alternatywnego, towarzyszącego indywidualnemu transportowi samochodowemu, motocyklowemu, motorowerowemu i rowerowemu oraz zbiorowej komunikacji miejskiej i tradycyjnym przedsiębiorstwom taksówkowym. Do alternatywnych form transportu zaliczamy następujące usługi transportowe: zbliżone do usług taksówkowych, jednakże tańsze i odmienne w porównaniu z tradycyjnymi formami w sposobie realizacji zamówienia, które odbywają się przez aplikację, wynajem samochodów (będących własnością danego przedsiębiorstwa lub prywatnych właścicieli) na minuty lub godziny, co określamy mianem carsharingu, oraz wypożyczanie rowerów w ramach publicznego systemu wynajmu. Ze względu na specyfikę realizacji zamówienia, do czego potrzebny jest dostęp do komputera lub mobilnego urządzenia oraz internetu lub specjalnej aplikacji, z oferty firm świadczących usługi w ramach transportu alternatywnego korzystają najczęściej ludzie młodzi. Popularności tego transportu wśród przedstawicieli tego pokolenia sprzyja również wiele cech charakteryzujących młode pokolenie cyfrowe (sieci, Y). Przykładowe z tych cech to: pragnienie wolności, personalizacja, uważna obserwacja, czułość na wiarygodność i otwartość (wrażliwość?), pragnienie rozrywki, wspólne działania i nawiązywanie kontaktów, potrzeba prędkości, innowacyjność. Przytoczone badania zostały przeprowadzone wśród przedstawicieli młodszego pokolenia Y, czyli osób w wieku 19–24 lata. Ankietowani bardzo chętnie korzystają z transportu alternatywnego, w przyszłości również planują z niego korzystać i będą do tego zachęcać innych. Najważniejszymi powodami, które nimi kierują przy wyborze tego rodzaju transportu, są: dowolność w czasowym i przestrzennym korzystaniu z transportu, czyli fakt, że można z pojazdu skorzystać właściwie o dowolnej porze i w dowolnym miejscu. Natomiast czynnik finansowy ma dla nich pewne znaczenie, jednakże nie jest on decydujący wobec innych korzyści. Także czynniki ekologizacji i współpracy kolaboratywnej w kontekście wyboru transportu alternatywnego, na podstawie wypowiedzi badanych osób, nie zostały potwierdzone.

Access or Ownership? The effect of car attributes and collective psychological ownership on the preference for car subscription services

Alternative transportation services for urban commuters expand with car subscription services. Car subscription services give drivers access to cars without ownership for a relatively longer time period (e.g., months) than other sharing economy transportation services. Based on a mix of between- and within-subject design online experiment involving 274 participants, this study investigates traditional and upcoming subscribed car features namely, mileage limit, price, self-driving capability, advanced safety systems, and the moderating influence of collective psychological ownership of these features on people’s preference for car subscription services. The results suggest that these features significantly impact people’s preference toward this service. Collective psychological ownership was found to moderate the influence of self-driving capability and advance safety systems on people’s preference for car subscription services. Individuals with high collective psychological ownership preferred subscription cars with self-driving capability and were more concerned with the lack of advanced safety systems in a subscription car. Car subscription companies need to consider traditional (price and mileage limit), and upcoming features (self-driving capability and advance safety systems) when offering their services. More importantly, the moderating influence of collective psychological ownership on these features means that car subscription companies should account for people’s psychological disposition when considering additional car features.

Express coaches: An up-hill battle after liberalization?

Express coach services have thrived in Norway following the stepwise liberalization that started in the mid-1990s. However, recent years have witnessed consolidation, stagnation, and, sometimes, decline in the Norwegian express coach market.In this paper, we study this process of rapid growth which turned into gradual decline in Norway. Looking at factors contributing to this development, we investigate intermodal competition with local public transport, air, car and rail; and the effects of increased public-sector involvement - both as a passenger transport provider and as an infrastructure provider.This paper relies on three data sources and methods: 1) National travel survey data2) Historical market dataand 3) Case studies.Our main findings are that, following liberalization, express coach services were mainly established in markets underserved by other modes, where express coaches had lower operating costs as well as generalized costs than the available alternatives. These markets have gradually been provided with better alternative transport services: For the long-distance coach lines, competition from low-cost air carriers has been significant. For shorter lines, improved road infrastructure and rail services have increased competition by private cars and rail. Also, initiatives to increase and improve local public transport have impacted the express coach industry.

Evaluation of Preferences for Alternative Transportation Services and Loyalty towards Active Transportation during a Major Transportation Infrastructure Disruption

This paper investigates active transportation mode users’ preferences for alternative services during the temporary closure event of a bridge and its active transportation (AT) lanes. It also evaluates the loyalty of AT users during the event. The study uses data from a travel survey distributed to cyclists and pedestrians, who are the regular AT lane users of the Macdonald Bridge in Halifax, Canada. Random parameter logit models are developed in this study that examine the effects of socio-demographic, travel and neighborhood characteristics on active transportation users’ preferences. Four alternative transportation services are considered in this study: free shuttle services, frequent ferry services, frequent bus services and other services. Results suggest that higher-income individuals are more likely to prefer frequent ferry services during the AT lane closure event. Transit commuters are found to prefer frequent bus services. Probability of preferring free shuttle services increases if individuals use AT lanes for cost savings. Loyalty towards AT is explored in this study by means of anticipated modal shift. For instance, higher mixed land use area dwellers tend to be loyal towards AT during the disruption event, as demonstrated by their lower probability to shift from current AT mode. This study offers critical behavioral insights, which would assist transportation planning and policies that aim to adopt sustainable transportation planning measures to retain current users’ loyalty towards active transportation and prevent a long-term behavioral shift.

Provider perspectives on six strategies to overcome the barriers to older adult use of alternative transportation services: Evidence from seven communities

Provider perspectives on six strategies to overcome the barriers to older adult use of alternative transportation services: Evidence from seven communities

A composite dowel bridge in the Czech Republic

AbstractThe floods in the Czech Republic in the last few decades have resulted in a significant number of bridges having to be rebuilt. Unfortunately, the work meant long‐term traffic closures for railway bridges, coupled with significant costs for renovation and for providing alternative transport services. As a result, the minimum clear headroom above the design flood level required for new bridges and for reconstructing existing bridges has been increased. This initiated a search for new approaches to designing individual parts of bridge crossings, aiming to comply with the stricter conditions. The research aims to decrease costs in comparison with the costs of raising the finished grade level of the railway, especially at places where adjacent sections such as railway stations etc. are connected.

Can she make it? Transportation barriers to accessing maternal and child health care services in rural Ghana.

BackgroundThe Ghana Community based Health Planning and Services (CHPS) strategy targets to bring health services to the doorsteps of clients in a manner that improves maternal and child health outcomes. In this strategy, referral is an important component but it is threatened in a rural context where transportation service is a problem. Few studies have examined perceptions of rural dwellers on transportation challenges in accessing maternal health care services within CHPS.MethodsUsing the political ecology of health framework, this paper investigates transportation barriers in health access in a rural context based on perceived cause, coping mechanisms and strategies for a sustainable transportation system. Eight (8) focus group discussions involving males (n = 40) and females (n = 45) in rural communities in a CHPS zone in the Upper West Region of Ghana were conducted between September and December 2013.ResultsLack of vehicular transport is suppressing the potential positive impact of CHPS on maternal and child health. Consistent neglect of road infrastructural development and endemic poverty in the study area makes provision of alternative transport services for health care difficult. As a result, pregnant women use risky methods such as bicycle/tricycle/motorbikes to access obstetric health care services, and some turn to traditional medicines and traditional birth attendants for maternal health care services.ConclusionThese findings underscore the need for policy to address rural transport problems in order to improve maternal health. Community based transport strategy with CHPS is proposed to improve adherence to referral and access to emergency obstetric services.

Conflict Analysis for Environmental Impact Assessment: A Case Study of a Transportation System in a Tourist Area

The paper presents a conflict analysis in an environmental impact assessment. In order to cope with a problem of traffic congestion in a tourist area, alternative transportation services and measures of travel demand management are studied and compared using the multi-attribute value theory. The problem is characterized by the presence of different criteria and conflicting actors who have different interests (expressed by criteria weights) and different decision power, which have been elicited from the actors’ representatives. A group viewpoint is generated through an aggregation of the different actors’ viewpoints, in order to find a group compromise solution. A conflict analysis, conducted on the criteria weights, is performed to examine the level of agreement associated with the compromise solution.

Evaluation of Effects of Car Ownership Policies in Chinese Megacities

At the beginning of the catching-up phenomenon of personal motorization in China, two very different car ownership policies were implemented in megacities: Beijing adopted a no intervention policy and Shanghai adopted a license quota policy. This difference provides an opportunity to examine policy impacts on car ownership and usage. The effects of the two policies on car ownership levels and delays in the process of personal motorization were examined. The growth pattern of car ownership without intervention was estimated on the basis of city-level aggregate data and a principal component analysis. The results indicate that an increase in income is the dominant factor driving the growth of car ownership in China. The forecast result in Shanghai indicates that the limitation policy has suppressed car ownership by at least twice as many individuals as the number of individuals who actually own cars. The limited car ownership policy also delays the process of personal motorization; this delay provides authorities with more time and chances to improve alternative transport services to fill the demand for motorized travel. The practical experience in Shanghai and public attitude responses in Beijing emphasize the importance of supporting measures to complement the limited car ownership policy and the need to offer equitable car ownership opportunities for all groups.

Regional Development, Remote Communities and Alternative Transportation Services

Operators and governments are now questioning the efficacy of maintaining passenger rail services to remote communities where other modes of transport may offer improved levels of service and/or lo...

Regional Development, Remote Communities and Alternative Transportation Services

Regional Development, Remote Communities and Alternative Transportation Services

The Demand for Intercity Motor Freight Transport: A Macroeconomic Analysis

The objectives of the analysis underlying this paper are twofold. One purpose is to test a hypothesis that increases and decreases in the volume of goods or services demanded of an entire industry are dependent on the same factors which normally account for changes in demand for the output of a single firm, in accordance with the postulates of microeconomic theory. The second purpose is to develop a method for estimating the requirements for additional highway facilities to meet the anticipated growth of the commercial trucking industry. In pursuance of the first objective, a mathematical equation is used to demonstrate an exceptionally high dependence of demand for commercial motor freight transport in Canada on the same three elements commonly associated with microeconomic demand schedules-elasticities of price, income, and competition (cross-elasticity). In regard to the second objective, reliable forecasts of demand constitute an indispensable guide for individuals concerned with determining the amounts and types of public investments in additional transport facilities which will be needed to satisfy future expectations. With highway expenditures in the United States exceeding $18 billion in 1969, or approximately $90 per capita, and approximately $1.8 billion, or $88 per capita, for Canada in 1966, the importance of accurate predictions of requirements for additional highway capacity is evident. Since trucks represent over 15 percent of total vehicle registrations in the United States, the anticipated response of motor freight traffic volume to projected changes in levels of national economic activity and increases or decreases in levels of charges assessed by motor carriers and by alternative transport services as disclosed in this study will assist transport planners in evaluating the quantity and allocation of future investments in transport facilities.