Transport Program Research Articles

A resource allocation model of national school transportation program for municipalities

The National Programme for Supporting School Transport (PNATE) is an important public policy in Brazil. There are significant challenges faced regarding the implementation of PNATE. Among them, the cultural, economic and social inequalities that exists in over 5,500 Brazilian municipalities. These differences can be mitigated when they are rethought by the principle of equity, dealing with differentiation in order to promote social justice. It proposed a new model of resources allocation for the municipalities in this paper. Existing databases from school census and municipality characteristics were used to analyze the variables that represent equality, equity and meritocracy.Subsequently, a standardized index was built through factorial analysis. The final index performed a ranking of the municipalities for the resources distributions. The results allow that historically poorer regions, such as the north and northeast regions of the country, with the new model receive more resources when compared with the current model.

Perceived barriers and facilitators for increasing the physical activity of adolescents and young adults with cerebral palsy: a focus group study

Purpose Identifying the factors impacting physical activity (PA) among adolescents and young adults with cerebral palsy (CP). Methods Four focus groups were conducted, with a total of 22 participants with CP, aged 14–24 years, Gross Motor Function Classification (GMFCS) I–III. Our qualitative analysis drew on grounded theory and used Atlas software. Results Findings revealed four categories of factors impacting PA: (1) Musculoskeletal-pain and additional impairments related to activity limitations; (2) knowledge and exercising skills, and life skills such as problem-solving, decision-making, planning and organizing; (3) availability: lack of transportation, professional guidance, adapted and community-based programs, especially enjoyable activities; (4) social support from professionals (mainly physiotherapists) and peer support with socializing opportunities. Many opposed parental involvement. Those who attended special education schools and had moderate to severe learning disabilities saw PA as an opportunity for social contacts, limited by lack of availability. Those in mainstream schools with mild to no learning disabilities used PA for relieving pain and preserving function, limited by difficulty balancing PA and life goals. Conclusions Service providers should inculcate knowledge and active-living skills during the transition to adulthood. Professional guidance needed to ensure inclusion in communal PA and offer adapted programs for young people with CP. IMPLICATIONS FOR REHABILITATION There is a need for ongoing, accessible, adapted, community-based physical activity programs for young adults with CP guided by skilled professionals that can provide them with opportunities for enjoyable activities involving social interactions. When planning treatment interventions for children and young individuals with CP, healthcare providers should be aware of past therapeutic experiences and in collaboration with parents, are encouraged to be sensitive to possible tensions which may exist regarding their body care. Healthcare and educational professionals should provide young people with CP and their families with theoretical and practical knowledge about physical activity and its health benefits, as well as information about exercise options. Developing life skills in young adults with CP is important for helping them to effectively engage in physical activity and develop the competencies needed to achieve long term physical care.

Transportation challenges for persons aging with mobility disability: Qualitative insights and policy implications

BackgroundPersons aging with mobility disability (PAwMD) experience transportation barriers, which can hinder their ability to fully participate in society. Despite a vast infrastructure of federal laws and programs designed to ensure access to transportation, PAwMD remain a transportation-disadvantaged population. ObjectivesThis paper presents detailed insights on transportation challenges experienced by PAwMD along with recent Federal programmatic initiatives designed to enhance access and mobility for transportation for older adults and people with disabilities. To identify policy gaps and opportunities to improve transportation services, we compared individual-level challenges from PAwMD to national survey data about barriers associated with delivering transportation services at state and local levels. MethodsTo assess individual-level transportation challenges, we conducted in-depth, structured interviews with sixty older adult participants with self-identified mobility disabilities for at least 10 years. We also conducted a content analysis of end-user transportation challenges and agency-level transportation coordination barriers to identify correspondences. ResultsParticipants reported challenges utilizing public and private modes of transportation, related to availability; accessibility; safety; advanced planning; as well as societal attitudes. Barriers to the availability, delivery, and coordination of access and mobility services are linked directly or indirectly to the PAwMD reports of experiencing a shortage of accessible transportation options. ConclusionsFindings highlight the complexity of federal transportation policies and programmatic initiatives designed to support older adults and people with disabilities, which contribute to implementation barriers and transportation challenges. Results highlight the importance of integrating end-user and state and local provider input into transportation policy development and program implementation.

Element-Based Multi-Objective Optimization Methodology Supporting a Transportation Asset Management Framework for Bridge Planning and Programming

The U.S. Moving Ahead for Progress in the 21st Century Act (MAP-21) mandates the development of a risk-based transportation asset management plan and the use of a performance-based approach in transportation planning and programming. This paper introduces a systematic element-based multi-objective optimization (EB-MOO) methodology integrated into a goal-driven transportation asset management framework to improve bridge management and support state departments of transportation with their transition efforts to comply with these MAP-21 requirements. The methodology focuses on the bridge asset class and is structured around five modules: data processing, improvement, element-level optimization, bridge-level optimization, and network-level optimization modules. It relies on a leading-edge forecasting model, three separate screening processes (i.e., the element deficiency, alternative feasibility, and solution superiority screening processes) to overcome computer memory and processing time limitations, and a simulation arrangement to generate life-cycle alternatives (series of improvement actions). Additionally, the EB-MOO methodology consists of three levels of optimization assessment based on the Pareto optimality concept: element-level, bridge-level, and network-level (following either a top-down or bottom-up approach). A robust metaheuristic genetic algorithm handles the different multi-objective optimization problems. A prototyping tool was developed for the implementation of the methodology through several examples of unconstrained and constrained (by budget, performance, or both) scenarios. Results reveal the capability of the methodology to generate Pareto optimal or near-optimal solutions, predict performance, and determine funding requirements and short- and long-term intervention strategies detailed at the bridge-element level for planning and programming. The EB-MOO methodology can also be expanded to accommodate other asset classes or modes.

Bridge-Level Optimization Module for Planning and Programming

The paper briefly introduces an element-based multi-objective optimization (EB-MOO) methodology to support state departments of transportation with their decision-making process, asset management, and performance-based transportation planning and programming. The methodology focuses on the bridge asset class and consists of five modules: (i) data processing, (ii) improvement, (iii) element-level optimization (ELO), (iv) bridge-level optimization (BLO), and (v) network-level optimization (NLO) modules. These five modules jointly produce short- and long-term intervention strategies detailed at the bridge element level for planning and programming. The paper focuses on the BLO module, specifically: the basic framework of underlying processes and concepts, the optimization problem types and mathematical formulations, and the heuristic algorithm to solve the BLO problems. A prototyping tool is developed to implement these five modules of the EB-MOO methodology, test concepts, prove effectiveness, and demonstrate potential benefits. The paper also includes an illustrative example using the prototyping tool. The example consists of the BLO problems under different budget and/or performance scenarios. The implementation proves the module’s capability in producing a diverse set of Pareto optimal or near-optimal solutions, recommending set of element intervention actions and timings, predicting performance, and determining budget requirements for the entire program period. The BLO results associated with the recommended solutions serve as the fundamental inputs for the NLO module. Nevertheless, the BLO module can be used independently, providing a systematic process for the development of bridge improvement/preservation programs detailed at the element level.

Primary transport on extracorporeal membrane oxygenation: Two Indian center experience

Aims: Extracorporeal membrane oxygenation (ECMO) can be a lifesaving modality for patients with severe reversible pulmonary and/or cardiac failure, but its use remains restricted to a few highly equipped referral centers. Conventional transports to an ECMO center can be hazardous. Transport teams are usually trained to transfer stable patients across hospitals. As ECMO patients are extremely sick, specially trained critical care teams to deal with all possible complications in these critically ill patients will be required. Therefore, many ECMO centers have developed transport programs with the mobile ECMO team. In this study, we aim to present a brief account of the two-center experience of ECMO transport from India. Methods: Retrospective observational study is depicting the data of two mobile ECMO teams over 4 years, where 21 patients (16–74 years) were evaluated. Analysis was done for the transport arrangements, different characteristics of ECMO retrieval patients, their outcomes, and predictors of mortality of a total of 21 patients from two different referral centers of India. As it is a retrospective observational study, hence institutional ethical committee approval was waived off. Results: The mean distance of travel was 87.24±104.5 km (range 2–250 km) and transportation was by road in all cases. About 38% (n=8/21), patients had suffered from complications during transport like hypotension, cardiac arrest. There were no deaths in connection with transportation. The overall mortality rate was 33.3% with no difference over gender, age, duration of pre-ECMO ventilation, or duration of transport. The most common indication associated with ECMO transport was H1N1 infection. Conclusion: We found that patient transfer if done with proper protocols by a prepared team with full knowledge of problem areas to a referral institution while on ECMO support seems to be safe and adds no significant risk of mortality to ECMO patients.

Tradable performance standards in the transportation sector

Performance standards have a long history in environmental policy. A performance standard sets a standard of technology performance but leaves technology choice to producers; it increases the relative costs of technologies with undesirable performance characteristics and lowers the costs of technologies with desirable characteristics. The primary motivations are to promote innovation, to address consumers' undervaluation of efficiency, and to reduce externalities, such as air pollution and the risks of dependence on foreign oil. In the past decade, trading has been incorporated (thus termed as tradable performance standard, TPS) into several U.S. transportation programs: regulations for greenhouse gas emissions from passenger cars and trucks (national), zero-emission vehicle programs (10 states), the Renewable Fuel Standard (national), and low-carbon fuel standards (two states). TPS allows for equalization of marginal costs across eligible technologies and is therefore more efficient than pure regulations. We show that sectoral TPS programs have high credit prices but low price effects on products and provide strong incentives for upstream innovation and technology transformation. Unlike emissions pricing, however, they do not have a strong output effect: consumers do not bear the full cost of the pollution and do not have incentive to reduce consumption of polluting products. Given that the expected carbon price may be too low to substantially affect transportation demand or technology change, combining TPS with a carbon price may be necessary to drive innovation and achieve a sustained low-carbon transformation in the sector.

Innovative responses to urban transportation: current practice in Australian cities

This research explores how Australian urban transport programs and policies are responding to changes in transport technology, travel patterns and environmental impacts so as to identify potential policy directions.

Tribal Transportation Program Safety Fund (DOT)

Tribal Transportation Program Safety Fund (DOT)

Daily Traffic Count Imputation for Bicycle and Pedestrian Traffic: Comparing Existing Methods with Machine Learning Approaches

Monitoring nonmotorized traffic is becoming increasingly common practice at local and state departments of transportation. These travel activity data are necessary to monitor the system and track progress toward active transportation policy and program goals. A common problem is that permanent count site data are often missing, making those sites less useful. Being able to accurately estimate those missing data records functionally increases the amount of data available to use by themselves as metrics for monitoring traffic but also makes available more data for factoring short-term sites. Using nonmotorized traffic counts from several cities in Oregon, this research compared the ability of day-of-year (DOY) factors, a statistical model, and machine learning algorithms to accurately impute daily traffic records for annual traffic estimation. Based on exhaustive cross-validation experiments using data not missing at random scenarios, this research concluded that random forest and DOY factor approaches could be used to impute daily counts for nonmotorized traffic but each approach comes with tradeoffs. Though for many missing data scenarios random forest performed best, this method is complicated to estimate and apply. DOY factor-based methods are simpler to create and apply, and though more accurate in scenarios with significant amounts of missing data, they were less flexible given the need for data from neighboring count sites. Negative binomial regression was also found to work well in scenarios with moderate to low amounts of missing data. This work can inform nonmotorized traffic count programs needing vetted solutions for traffic data imputation.

Factors driving shippers' compliance with a voluntary sustainable freight programme in France

This paper explores the responses of French transport services' buyers to environmental initiatives, thereby contributing to understanding the impact of governmental sustainable freight policies, including the FRET21 programme launched in 2015 by the French government. Using a multiple case study design involving 10 pilot companies, the heterogeneous data collection (semi-structured interviews, access to internal documents, direct observations, programme participants brainstorming) has been carried out with the assistance of French transportation services purchasing managers from Carrefour, Coca-Cola, Saint-Gobain, Renault, Fleury Michon, Air Products, Henaff, Ferrero and Orrion. Our study reveals the voluntary participation of the companies to reduce their CO2 emissions related to their freight operations, regardless of company size or their sector of activity. Furthermore, the environmental sensitivity of the shippers stems more from an internal dynamic, be it supportive employees or top management, rather than the obligation to calculate their CO2 emissions. Although the FRET21 charter enhances substantially intra- and inter-organisational collaboration, especially between carriers, ADEME - the French Environmental Protection Agency - and shippers, environmental issues do not yet constitute a decisive criterion in carrier selection by shippers. This paper is original in its research area since very few studies in the existing literature explore the application of a sustainable freight transportation programme, scrutinising the successes and failures encountered in its application. Our study contributes to the green freight transportation field in two ways: by providing appropriate recommendations to help spread the sustainable freight programme to other shippers in France, but also by providing public and private entities worldwide with managerial insights and relevant guidance to influence shippers’ responsiveness in the direction of sustainable freight. The study also stresses the need of having transparent tools and a standard method to measure freight CO2 emissions, thereby supporting shippers in their sustainable freight endeavours.

P-TECH SCHOOL IN TRANSPORTATION AND SUPPLY CHAIN MANAGEMENT PROGRAM: A CASE OF BALTIMORE CITY COMMUNITY COLLEGE

Four years high school students took the opportunity of early college access and dual enrolment program by taking college courses while they are at a high school. In recent years several states including Maryland supported the development of a new model of early college access program for high school students called Pathways in Technology Early College High Schools (P-TECH) 9-14 schools. With the P-TECH 9-14 school model in six years or less students graduate with a high school diploma and a no cost two-year associate degree in STEM fields. This paper discusses the recently developed new P-TECH transportation program at Baltimore City Community College. The program focuses on the supply chain management career pathway to meet the present and future needs of the region. P-TECH schools work with industry partners and a local community college to ensure an up-to-date curriculum that is academically rigorous and economically relevant. P-TECH programs also include mentoring, workplace visits and instruction on the skills needed for the industry and paid internships and job consideration with the partnering companies.

Impacts of a metropolitan-scale freeway expansion program on air pollution and equity

ContextTo enable human mobility, economic vitality, and population well-being in growing cities, well-planned transportation infrastructure is essential. However, transportation systems can also have detrimental impacts on health and equity, including through increased air pollution and its unequal social distribution. AimsThis study focuses on estimating air quality and equity impacts of an ongoing large-scale metropolitan transportation program (known as “Tampa Bay Next”). Our objective was to characterize and quantify the air pollution levels and population exposures resulting from an interstate freeway expansion planned under Tampa Bay Next, which includes added toll lanes. MethodsWe estimated changes in individual human exposures to oxides of nitrogen (NOx) due to the proposed freeway changes, using an integrated suite of high-resolution models for travel demand, emissions, pollutant dispersion, and exposure. Inequity in the distribution of exposures among racioethnic and income groups was also estimated using a few measures of inequality (the subgroup inequality index (SII), the comparative environmental risk index, and the toxic demographic quotient index). FindingsThe planned freeway expansion was estimated to slightly decrease the daily NOx emissions (by 5.6 mg/m, p = 4×10−16), ambient concentrations (by 0.02 μg/m3, p = 2×10−4), and individual exposures (by 0.2 μg/m3, p = 2.2×10−16) on average, while increasing exposure densities during peak periods in areas surrounding downtown Tampa. Group-average exposures also decreased for all population subgroups under the planned expansion scenario. However, disparities in exposure increased for the black (ΔSII = 1.3×10−3 for the 90th percentile exposure level) and the below-poverty (ΔSII = 4.6×10−3) groups. ConclusionsResults suggest that a detailed analysis of exposures may be needed to ensure large-scale transportation improvement programs reduce inequity, even when average impacts on air quality and exposures are positive or neutral.

FUNCTIONALITY AND PERFORMANCE OF THE GIRL CHILD STUDENT TRANSPORTATION PROGRAM IN KANO METROPOLIS

This study evaluates the performance of the Girl Child Student Transportation Program in Kano Metropolis. Data used for this study was obtained through questionnaire administration to the passengers that patronized the Girl Child Student Transportation Program. Purposive sampling technique was employed in the selection of respondents and 235 copies of questionnaire were administered to the respondents and 223 were retrieved and used in the data analysis. The study employed the use of both descriptive and inferential statistical methods of data analysis. The findings showed that 62 (53.9%) of the buses are used for the program are fully functional, 29 (25.2%) of the buses are partially functional and 24 (20.9%) of the buses are grounded. The result of the linear regression analysis revealed with inferential evidence that, only seating capacity has a significant relationship with the patrons’ trip frequency out of the various service quality determinants. The paper recommends that the management of the Girl child student transportation program needs to design a frame work that will guide the seating arrangement of the bus service in order to achieve the desire goal of the program

Alternatives to sustainable transportation system in campus of The University of Baghdad

Research developed system of transportation at the University of Baghdad campus, based on indicators, although main goal for a clean environment with economical returns, but it can be beneficial for environmental sustainability as well as economic profits. Consequently, there is a need to submit new proposals on sustainable transportation based on policies determined by research objective in reducing number of parking spaces and increasing clean transportation options in walking, biking and an electric train. Research problem is environmental pollution due to transportation system within the University of Baghdad and lack of equity in distribution of parking lots, and thus a difference in arrival time to buildings. First, it was touched upon sustainable transportation policies and features in high-frequency places of movement such as universities, and then analyzing general plan of the University of Baghdad and methods of movement and parking that were previously designed to determine whether it meets requirements of building users. Then assessing quality environment of master plan by modelling to find out the relationship between required road area and number parking lots, by a set of variables have an effect on realization sustainable transportation policies, as well as to estimate needs in relation to parking lots. The results concluded that the parking lot distribution is neither environmentally sustainable nor social justification, given clear difference in duration of arrival for students and staff on foot from parking to building and lack of equity in distribution. However, a group over 23% can contribute to sustainable transportation by walking. Therefore, research recommends preparing and implementing design for transportation programs, parking lots and biking paths according to the effects of variables in statistical model to reduce problems of planning, environmental, social and economic on campus.

Evaluation of transport-related outcomes for neonatal transport teams with and without physicians

The aim of this study was to evaluate if the presence of a physician in the neonatal transport team (NTT) affects transport-related outcomes and procedural success. Retrospective cohort study with propensity score matching. Canadian national study. Neonatal transports from nontertiary centres between January 2014 and December 2017. Comparison of transports conducted by NTTs with physicians (MD Group) and without physicians (noMD Group). The primary outcome was the change in patient acuity as measured by the transport risk index of physiologic severity (TRIPS) score. Secondary outcomes included mortality within 24 hours of NICU admission, clinical complications during transport, procedural success, and stabilization time. Among 9,703 eligible cases, 899 neonatal transports attended by NTTs with physicians were compared to 899 neonatal transports without physicians using propensity score matching. No differences were seen in the improvement of TRIPS score or mortality ≤24 hours of NICU admission. The MD Group had more clinical complications (7.7% versus 5.0%, P=0.02). No differences were seen in success rates of invasive procedures. The MD Group had shorter stabilization times. In multivariable analysis, the MD Group was not a significant predictor for the improvement in TRIPS score after adjustment for covariates. Neonatal transports conducted by teams including physicians compared to teams without physicians, did not have higher improvement in TRIPS scores and had similar success rates for procedures. These results provide insights for the planning of the structure and training of specialized interfacility neonatal transport programs.

Development of a machine learning-based sketch planning model for predicting mobile emissions

Metropolitan Planning Organizations (MPOs) are required to measure emissions impacts of transportation plans and programs utilizing an emissions estimator such as MOtor Vehicle Emission Simulator (MOVES) or EMission FACtor (EMFAC) models demanding intensive data and time consumption to run models for scenario planning or sensitivity tests. Over time, transportation planning practitioners have developed and applied various sketch planning models in scenario planning and sensitivity tests. Still, many sketch planning models require extensive data collection/preparation and are overly complicated. This paper discusses an approach for a simple sketch planning method based on a Random Forest (RF) algorithm with a machine learning technique that practitioners may use to predict emissions with significantly short time and effort in data preparation and model execution. In this study, the algorithm is trained to simulate emissions estimates based on multi-year Constrained Long Range Plan (CLRP) data in the National Capital region for eight case studies. The study results showed that the proposed model predicted mobile source nitrogen oxides, volatile organic compounds and greenhouse gas emissions within +/- 10 percent of accuracy against MOVES counterparts with fewer resources in a shorter amount of time. The authors think that the model could be a sketch planning model evaluating emissions impacts of variables such as land use, trip purpose, network enhancement or mobility.

Optimizing transportation in the precast concrete plants

In addition to aggregates, cement, water and reinforcement, transportation is one of the key aspects in operating a precast concrete manufacturing plant. The cost of transportation in precast concrete manufacturing plants is closely related to electricity prices. Despite intensive efforts to implement renewable energy sources, still, 2/3 are non-renewable sources, such as coal, natural gas and oil. Taking into account the negative impact on the environment associated with the exploration of non-renewable resources and the observed increase in electricity prices, it is necessary to find alternative solutions that minimize environmental and financial costs. The paper presents a model for the selection of optimal transportation system inside the precast concrete manufacturing plant. It ensures the fullest possible use of equipment resources, in this case, rail trolleys capacity, and minimization of their journey number. The paper describes three internal transportation systems that are shuttle, radial and circular. Moreover, the paper contains a case study, concerning the determination of the optimal transportation program between workstations. As a result of the analyses carried out, a model was developed, including the strategy of journey planning with the assumption of minimum costs and maximum use of the capacity of rail trolleys.

An Empirical Study for Green Transportation Scheme of Municipal Solid Waste Based on Complex Data Model Analysis

Solid waste management and air pollution are two pressing issues in the functioning of large cities. This paper studies the optimization problem of the green transportation route of municipal solid waste and establishes a mathematical planning model based on real-time traffic conditions of the city and consideration of a time window and multiple transfer stations with the goal of minimizing energy consumption. In the optimal green transportation process in this paper, comprehensive consideration of vehicle speed, vehicle load, road gradient, and driving distance in different road sections based on real-time traffic conditions is incorporated, which has a better fuel-saving potential than the shortest path. A green transportation program can alleviate the air pollution problem in big cities and promote energy conservation and emission reduction in solid waste transportation.

Promoting carpooling and vanpooling program to reduce the use of private motorised transportation

The increasing dependency on private motorised transportation has brought massive traffic congestion mainly in Batu Pahat, Johor. Apart from a few specialised industrial zones in Batu Pahat, most of the areas are near the urban areas. This is to ensure a smooth supply of manpower and raw materials to the manufacturing sectors. However, it led to an increase in the number of vehicles on the road that needs to be investigated further. This study attempts to investigate the current traffic condition, to examine the smart traffic control and integrated traffic information system and also to analyse the public transport, carpooling and vanpooling programs in Batu Pahat. Mixed methods were used for this research namely in document review, observation and questionnaire. The objectives from the outcomes are to decrease the number of private motorised vehicles, implement smart traffic control and provide public transport, carpooling and vanpooling program. In addition, it would be useful in reducing the amount of private motorised vehicles in the area to decrease traffic congestion and also to prepare Bandar Penggaram, Batu Pahat as a low carbon city in the future.