Implementation Of Transport Policy Research Articles

Effects of multilevel governance on the design and implementation of sustainable mobility plans

Objectives: The polycentric nature of multilevel governance structures with multiple actors interacting at different levels can facilitate sustainability transitions. This study aims to explore the impact of multilevel governance on the design and implementation of sustainable urban mobility plans within the two-tiered government structure of Sweden. Methodology: The study is based on qualitative review of the academic literature, secondary sources including review of national policy documents and empirical insights drawn from the case study of Umeå, a medium-sized Swedish city which takes part in several national, local, and transnational initiatives to accelerate sustainability transitions. The empirical data is collected through semi-structured interviews with policy experts, policymakers, transport, and urban planners who are responsible for formulation and implementation of transport policies within national and local institutions. Results: The multilevel governance of transport and sustainable urban mobility policies in Sweden produces several positive effects for design and implementation of policies. These include clear division of responsibilities among public authorities at national, regional, and local government level which helps to overcome the problems such as lack of accountability and responsibility. Conclusions: Multilevel governance of sustainable urban mobility policies in Sweden enables local authorities to have access additional resources and knowledge exchange through networks consisting of various public and private actors.

The Economic Factor as a Key in Planning Activities of the National Road Network

Transport has a key role in economic and social development. It generates economic growth by increasing access to health, education, and other national and regional public services. On one hand, investment in the transport sector boosts economic growth by increasing the return on private investment. On the other hand, the improvement of the transport service helps to reduce the prices of resources and thus - to reduce the production costs, to increase the possibilities of access to different markets. An important problem in defining the need for the construction of transport infrastructure objects is consideration of the economic factor of the projects. It is necessary for making decisions on the implementation of transport policy at the national and international level. Bringing out the economic factor as a key factor in the planning of activities on the national road network has a wide public significance, this necessitates the improvement of coordination in terms of its implementation.

Developing a Multilevel Decision Support Tool for Urban Mobility

Decisions on transport policy measures have long-term and important impacts on the economy, environment and society. Transport policy measures can lock up capital for decades and cause manifold external effects. In order to allow policymakers to evaluate transport policies, the developed decision support tool facilitates the evaluation of the multidimensional impacts of the implementation of transport policies. The objective of the decision support toolset presented in this paper is to support transportation planning and design practices based on an integrated transportation analysis of the area of examination to determine the most applicable combination of mobility services. This paper provides a comprehensive description of the interactive decision support tool implemented to help cities and decision makers design their strategies and shape the urban mobility of the future.

Transport policy in the grip of a moral dilemma: a post-COVID reopening of the Russian borders

The future of international passenger transport is largely determined by how the post-COVID border opening will proceed. The restoration of full-fledged work of transport enterprises and other sectors of the economy in the conditions of a new normality, as well as the life and health of people depend on this. On the example of Russia, it was found that post-COVID border opening is characterized by contradictory trends: opening borders is more difficult and longer than closing them; ensuring epidemiological security is imposed on the principles of reciprocity, proximity and poorly diagnosed political preferences. According to epidemiological indicators, the re-closing of borders may be hindered by the limited state budget for providing economic assistance to affected transport enterprises, the unwillingness of the authorities to ‘annoy’ the population with unpopular decisions. At the same time the widespread information coverage in the mass media of news related to the disease in other countries can contribute to border re-closing. In such conditions, transport policy balances between a choice in favor of epidemiological well-being and a decline in the economy, or in favor of economic recovery with a deterioration in the epidemiological situation. The presented results and identified trends can be used in the implementation of transport policy and ensuring epidemiological safety.

Formation and implementation of transport policy for the sustainable development of a large city

Formation and implementation of transport policy for the sustainable development of a large city

Public attitudes to, and perceived impacts of 20mph (32 km/h) speed limits in Edinburgh: An exploratory study using the Speed Limits Perceptions Survey (SLiPS)

Between 2016 and 2018 a policy was implemented to increase the proportion of 20mph (32km/h) streets in Edinburgh, UK from approximately 50% to 80%, providing the opportunity to evaluate how behaviour and public perceptions change over time. This is important as negative public responses have been reported to limit the implementation of transport policies and may reduce the effectiveness of the policy. The Speed Limits Perception Survey (SLiPS) was developed to assess changes in public perceptions from baseline to 6 and 12 months post-implementation. We collected 3,485 individual responses to the survey, 64.6% (n = 2,253) of which included complete perceptions data. Using exploratory factor analysis, the following perception factors were identified: i) Detraction and resistance, ii) Support, iii) Rule following, iv) Child safety, and v) Walking safety. Following the 20mph implementation at 6–12 months: Support (ii) and Rule following (iii) had increased; Detraction and resistance (i) had decreased; and Child safety (iv) and Walking safety (v) had not changed significantly. These findings indicate that the public in Edinburgh became more positive towards the policy once it was implemented. However, more extensive policy or ongoing communication of the safety benefits of 20mph limits are needed to increase perceptions of safety that might lead to increased walking and cycling. Future research should aim to understand how those implementing speed limit interventions can positively influence public perceptions and how public perceptions about speed limits influence behaviour.

What impact do private vehicle restrictions in urban areas have on car ownership? Empirical evidence from the city of Madrid

City characteristics and transport policies influence individuals' decisions to own and use private vehicles, thereby impacting on externalities and quality of life. This research explores to what extent car ownership is influenced by the implementation of transport policies aimed at improving urban sustainability in the city of Madrid. Through the calibration of a Multilevel Ordered Logit Model, household car ownership is explained in terms of sociodemographic characteristics, city built-environment variables, transport network attributes, and policy-related variables. The results indicate that built environment factors play a key role in explaining car ownership trends. Moreover, ceteris paribus policies aimed at deterring private vehicles' use seem to discourage households from purchasing cars.

Car Sharing as a Strategy to Address GHG Emissions in the Transport System: Evaluation of Effects of Car Sharing in Amsterdam

Shared mobility options, such as car sharing, are often claimed to be more sustainable, although evidence at an individual or city level may contradict these claims. This study aims to improve understanding of the effects of car sharing on transport-related emissions at an individual and city level. This is done by quantifying the greenhouse gas (GHG) emissions of the travel habits of individuals before and after engaging with car sharing. The analysis uses a well-to-wheel (WTW) approach, including both business-to-consumer (B2C) and peer-to-peer (P2P) car-sharing fleets. Changes in GHG emissions after engaging in car sharing vary among individuals. Transport-related GHG emissions caused by car-free individuals tend to increase after they engage in car sharing, while emissions caused by previous car owners tend to fall. At the city level, GHG emissions savings can be achieved by using more efficient cars in sharing systems and by implementing greener mobility policies. Changes in travel habits might help to reduce GHG emissions, providing individuals migrate to low-carbon transport modes. The findings can be used to support the development and implementation of transport policies that deter car ownership and support shared mobility solutions that are integrated in city transport systems.

Influence of values, attitudes towards transport modes and companions on travel behavior

The design and implementation of transport policies to promote active transport requires a deep comprehension of the factors that influence travel behavior. In this context, psychological factors and social interactions play an important role in explaining travel-related decisions. Even though, the importance of psychosocial variables in travel behavior research has been widely recognized during recent years, there is a lack of understanding of how these factors interact. This paper aims to better understand the interrelationships between values, attitudes towards transport modes and a subset of the social network composed by habitual trips and activities companions. For this purpose, a theoretical framework is proposed which posits all the possible relationships among these factors. In order to test this conceptual framework, two Structural Equation Models are estimated considering attitudes towards active transport (bike and walking), using a dataset from a web-based survey developed for the MINERVA project in Valencia (Spain). The data is composed by 404 respondents who provided valid information regarding all the variables of the study. Results confirm the hierarchical value-attitude-behavior structure while several effects are also found directly between values and attitudes. For instance, individuals who attach more importance to Stimulation and Achievement values are higher active transport user, while values traditionally associated with car use are no longer maintaining this relation. Besides that, positive attitudes towards walking and cycling are strongly associated with a higher use of active transport, and also seem to discourage the use of motorized modes. Several characteristics of companions affects personal values and active travel and less influence is found on attitudes. These findings are useful to develop transport policies and campaigns to promote sustainable transport, such as the design of strategies in the context of Travel Behavior Change Programs. Limitations of this research include several aspects related to online surveys, for instance, sample size and underrepresentation of individuals over 55 years.

SYSTEM OF ADMINISTRATIVE AND LEGAL ENTITIES ENSURING THE IMPLEMENTATION OF STATE TRANSPORT POLICIES IN UKRAINE OF GENERAL COMPETENCE

The article, based on the analysis of current legislation, available scientific, journalistic and methodological sources, including foreign experience, clarifies the essence and content of the system of subjects of administrative and legal support for the implementation of state transport policy in Ukraine of general competence. It is established that the subjects of formation and implementation of the state transport policy are one of the main driving forces of the management of the transport complex of the country and ensuring the satisfaction of the needs of the population and social production in transportation. They are represented by subjects of general and special competence. It is proved that the institutional approach to the management of the development of the transport system of Ukraine contributes to the solution of the tasks envisaged by the transport strategy and to the solution of the priority directions of the public-legal provision of the functioning of transport. It is emphasized that in the formation and implementation of transport policy of Ukraine involved not only higher, central and local authorities through both lawmaking and direct law enforcement, as well as numerous civil society institutions, especially local governments, public law entities and legal entities. private law entities exercising delegated powers in the field of transport, various interested public organizations, etc. The subjects of implementation of the state transport policy in Ukraine of general competence include: 1) authorities that form the legal basis of the state transport policy of Ukraine (the Verkhovna Rada of Ukraine, the President of Ukraine, the Cabinet of Ministers of Ukraine); 2) subjects of public administration that promote the implementation of state transport policy within its competence and for which the implementation of certain areas is not the main authority (Ministry of Internal Affairs of Ukraine, Security Service of Ukraine, Ministry of Defense of Ukraine, Ministry of Education and Science of Ukraine, Ministry of Health of Ukraine, Ministry of Environmental Protection and Natural Resources of Ukraine, State Customs Service of Ukraine, Administration of the State Border Guard Service of Ukraine, local state administrations, local governments, various civil society institutions, etc.).

The role of reporting mechanisms in transport policy implementation by local authorities in England

The UK Transport Act 2000 made a number of reforms, requiring all local transport authorities in England, outside of London, to produce a local transport plan (LTP). A separate annual delivery report was also required to show how the LTP was progressing, however this system of close monitoring was abandoned in 2008. This paper analyses and compares the LTP 2001–2006 and the LTP Delivery Report for three UK cities in order to obtain an insight into the importance of reporting in the implementation of local transport policy. Analysis of why some policies were not implemented successfully is based on the application of a new hybrid theory of policy implementation combining top-down and bottom-up perspectives. Findings reveal that the reporting process in the three case cities misses some key information which limits the ability of local authorities to monitor their policy implementation. Moreover, applying the hybrid theory reveals that even in cases of good reporting, some important elements needed to evaluate the implementation of transport policy are lacking. The paper provides recommendations for effective implementation and better decision making that will aid local authority staff.

Are Malaysians eager to use their cars less? Forecasting mode choice behaviors under new policies

In Malaysia, transportation accounts for almost 70% of carbon monoxide emissions. This study sought to discover whether intelligently changing policies for the private and public transport sectors can affect mode choice of private car owners in the Klang Valley, Malaysia. Results of a random parameter logit model identified the most significant parameters affecting respondents’ utility measures. These were introducing a congestion fee in private transport mode; and also access, comfort and the frequency of the available public transport. Respondents’ marginal value estimates showed that they are willing to pay up to 175% of their hourly wage to have a more frequent and more accessible public transport. Moreover, the value of travel time showed that persons with longer commute time by car and bus are willing to pay more to save travel time. This is estimated about 25–50% of hourly wage of respondents. Simulation of results indicate that introducing the congestion fee has the largest impact both in modal shift and in reducing the number of cars used in the Klang Valley area. Overall results of this study suggested that any government intervention through innovative transport policy implementation such as pricing and providing more efficient public transport could result in 70% modal shift among current car users to public transport.

Implementation of accessibility policy in municipal transport planning – Progression and regression in Sweden between 2004 and 2014

Practitioners and transport planners should be aware of the different policies in transport planning and laws and regulations in relation to them. Nevertheless, research has shown that implementation of transport policies, whatever their focus may be, does not always result in them being employed in the daily transport planning. In Sweden, accessibility policy has a long tradition but gained increased interest in 1999 with an action plan which aimed at ensuring participation of all people with all kinds of disabilities. The overall aim of this study was to investigate how accessibility policy for older people and people with disabilities in the outdoor environment has been implemented in the daily transport planning and how it has progressed/regressed over time. The results in this paper are based on longitudinal data from questionnaire sent out to all municipalities in Sweden in 2004 and 2014. The results indicate that it has become more established to consider accessibility in transportation planning. However, the results also show that there are still some considerable differences between the municipalities regarding their level of implemented accessibility policy. Also, the municipal transport planners seem to be less aware of the legislative directives and recommendations in 2014 than in 2004. Overall, there is need for improved knowledge and awareness of accessibility issues among all actors involved in municipal planning and a need for a more effective and systematic approach when planning and designing outdoor environments for all.

공공자전거시스템의 사회적 가치와 자전거 특성의 관계성 연구

본 연구에서는 시민들이 인식하고 있는 자전거의 특성과 공공자전거시스템의 사회적 가치에 대한 상관관계를 분석하였다. 이를 위해 최근 10년간 전 세계적으로 활발히 진행되고 있는 공공자전거 서비스를 대상으로 해당 교통 시스템에 대한 사회적 가치를 시민들의 지불의사액으로 설정해 연구를 진행하였다. 지불의사액 추정을 위해서 CVM 방법 중 가장 활발히 활용되고 있는 이중양분선택형(double-bounded dichotomous choice)과 개방형 질문을 통합 활용하여 수원시 시민 1,722명을 대상으로 설문조사를 하였다. 공공자전거에 대한 특성 요소도 함께 질의하여 그 결과를 이항 로지스틱 회귀모형(binary logistic regression)과 중도절단회귀모형(censored regression)을 통해 공공자전거시스템에 대한 사회적 가치인식과의 관계를 검증하였다. 분석결과 월지출 교통비, 소득 그리고 자전거 소유 등의 변수와 함께 교통체증의 해소가 가능한, 버스와 승용차와 같은 교통수단, 높은 이동성을 가지는 수단으로서의 자전거의 특성이 공공자전거의 사회적 가치를 향상시키는 것으로 분석되었다. 이는 공공자전거에 대한 긍정적인 특성들이 인식되면 해당 시스템의 가치를 높게 평가하는 행태로 이어지며, 궁극적으로는 시스템의 이용 가능성을 향상시킨다고 해석될 수 있다. 공공자전거시스템에 대한 특성인식의 중요성을 검증한 본 연구결과를 토대로 공공자전거시스템의 효율성 제고를 위한 정책 추진 전의 검토사항에 대해 고찰해 본다. In this study our main focus is to verify the relationship between social value of transportation system and its perceived features. To achieve this objective, we investigated the value of public bike system (PBS) through willingness to pay (WTP) analysis using contingent valuation method (CVM) and the survey was conducted for 1726 respondents who live in Suwon, Korea. Moreover the determinants related to features related to bicycle use were also gathered. The estimated binary logistic regression and censored regression reveal that the value of PBS is influenced by perceived features towards bicycle use incorporating non-congestion, transportation mode like auto and bus, and high mobility system as well as other variables such as income, bicycle ownership etc. Furthermore the results show that the perceiving of positive features to bicycle use leads to higher social value of PBS. Based on the findings, we discuss the importance of pre-review for transport policy implementation, and also explore the possibilities for application to PBS.

Reform of Transport Management System and Implementation of Transport Policies in the United Kingdom

Reform of Transport Management System and Implementation of Transport Policies in the United Kingdom

Integration of Congestion Pricing and Intertemporal Preference Rate in Social Welfare Function

Many researchers have used theoretical or empirical measures to assess social benefits in transport policy implementation. However, few have measured social benefits by using discount rates, including the inter-temporal preference rate of users, the private investment discount rate, and the intertemporal preference rate of the government. In general, the social discount rate used is the same for all social actors. This paper aims to assess a new method by integrating different types of discount rates belonging to different social actors to measure the real benefits of each actor in the short term, medium term, and long term. A dynamic simulation is provided by a strategic land use and transport interaction model. The method was tested by optimizing a cordon toll scheme in Madrid, Spain. Socioeconomic efficiency and environmental criteria were considered. On the basis of the modified social welfare function, the effects on the measure of social benefits were estimated and compared with the classical welfare function measures. The results show that the use of more suitable discount rates for each social actor had an effect on the selection and definition of optimal strategy of congestion pricing. The usefulness of the measure of congestion toll declines more quickly over time. This result could be the key to understanding the relationship between transport system policies and the distribution of social actors’ benefits in a metropolitan context.

A MODEL TO ESTIMATE THE PASSENGER RAIL LIBERALISATION: THE CASE OF SERBIA

Passenger rail transport share has been drastically reduced in the last fifty years. The reforms were aimed at opening the of railway services and development of competition in the railway sector in order to obtain the benefits of market forces and reduction of interventions in the railway sector. Determination of the level of reform often causes confusion and conflicting opinions. It involves the application of intuition and subjective assessments and is not used as a direct method of research, but as a summary of methods of reasoning on the current position. This suggests that it is appropriate to use the theory of fuzzy logic to evaluate the level of railway reform. Fuzzy model calculates the level of evaluation railway liberalization as a output variable where inputs are defined as: the dynamics of execution; number of reform steps taken; the implementation of transport policy; etc. The evaluation of the level of liberalization of the railway and railway reforms is an important process which shows in which stage the countries are. Synchronization of reform level is very important for countries in the region to establish a stable transport market.

Combining cost-benefit and multi-criteria analysis to prioritise a national road infrastructure programme

This paper develops and then applies a novel approach of combining cost-benefit analysis (CBA) and multi-criteria analysis (MCA) within a road infrastructure development programme with the aim to support the effective implementation of transport policy when prioritising projects. By incorporating CBA results into an MCA framework this approach retains the strengths of each appraisal method and provides a procedure for decision makers to create an initial ranking of projects which is consistent between all candidate investments and has a clear link to policy goals. We further develop an approach for an incremental analysis that eliminates mutually exclusive projects and allows decision makers to develop a cost-effective investment programme in compliance with their strategic goals. Stakeholder confidence in the outcome of any infrastructure investment ranking exercise is important and can be enhanced by an understanding of the robustness of the ranking to variations in key inputs to the assessment exercise. Two complementary perspectives on sensitivity testing are outlined which between them facilitate an assessment of the robustness of the project ranking obtained. The applicability of the approach has been successfully demonstrated for the National Secondary Road Network in Ireland.

Using multi-criteria decision making to highlight stakeholders’ values in the corridor planning process

The processes for environmental review and public participation mandated by the National Environmental Policy Act (NEPA) and the 2005 Safe, Accountable, Flexible, Efficient Transportation Equity Act - A Legacy for Users (SAFETEA-LU), have become overly time-consuming and costly in transportation planning. This paper focuses on the implementation of transportation policy, highlighting how its complex nature challenges the traditional policy process theories. Federal and local perspectives are used as a basis for top-down and bottom-up implementation models. In addition, the authors discuss the conflicting nature of transportation policy implementation within decision processing and suggest an implementation tool that can aid transportation and planning professionals. The authors suggest that the use and integration of existing data from geospatial technologies and economic modeling can result in a visual Multiple Criteria Decision Making (MCDM) model that can aid in streamlining and enhancing the NEPA process, agency coordination, and public participation in different administration levels.

Miles per Gallon Illusions and Corporate Average Fuel Economy Distortions

Correctly interpreting the fuel consumption implications of improvements in vehicle fuel economy is important for the optimal selection of policies to achieve greenhouse gas reductions and energy independence. The findings of two surveys of transportation professionals are reported. It was found that transportation professionals—those individuals charged with the design and implementation of transportation policy—correctly interpreted fuel savings of vehicle replacement policies more often when fuel economy was presented in gallons per 100 mi than when it was presented in miles per gallon. By means of a discrete choice model, it was shown that transportation experts were more likely to calculate fuel savings with a linear approach when given fuel economy in miles per gallon. One important implication of this finding can be seen in how the standard fuel economy metrics have resulted in distorted incentives in U.S. corporate average fuel economy (CAFE) standards. It was found that CAFE standards did not directly motivate fuel savings in determining penalties, credit transfers between model years, and maximum allowable adjustments for both flex-fueled vehicles and credit transfers for different vehicle classes. The most notable result is an overemphasis on incentives for improvements in fuel economy to passenger vehicles and an under-emphasis on improvements for light trucks. These effects are distinct from well-known distortions associated with setting different standards for each vehicle class. Further, they might have been avoided had standards been written for gallons per mile. These findings point to the importance of understanding how people process information to improve policies targeting fuel savings.