Urban Land Transport Research Articles

Land-based transportation influences carbon emission in urbanized China: A regional spatial spillover perspective

Global climate change is driving the need to reshape the relationship between urban land transportation and greenhouse gas mitigation and to improve spatial coherence for regional development through an enhanced transportation network. In this study, we selected 135 cities in urbanized China to examine the spatial spillover effect of transportation on carbon emissions. The spatial Stochastic Impacts by Regression on Population, Affluence, Land, and Transportation (STIRPALT) model was used to consider regional linkages through passengers and freight flows on railways and highways, respectively. In addition, the regional strategy of formulating urban agglomeration was embedded in the spatial STIRPALT to investigate its potential effect. Results revealed that the spatial spillover effects through land transportation become apparent from 2015 to 2020 and have exhibited greater influence on highways through the passenger flows than freight flows in 2020. These spatial spillovers are also revealed to be sensitive to regional urban agglomeration strategies. The urbanization rate, the industrial added value, railway length, and built-up land area were also identified to contribute to carbon emissions. Deploying the threshold of the spatial spillover effect of passenger-induced road transport to guide the formulation of the regional development strategies offers great potential to help to address global climate change.

Shifting urban mobility patterns due to COVID-19: comparative analysis of implemented urban policies and travel behaviour changes with an assessment of overall GHG emissions implications

COVID-19-induced confinements rapidly change behavioural patterns and social norms of street space use worldwide. In the following study we compile data to assess shifting urban mobility during confinement (phase 1), and in reaction to COVID-19 induced physical distancing policies (phase 2). In a comparative analysis of 16 cities, we show that public transit decreased by 80% during confinement, but individual motorized transport only by 64%. Cycling modal share increased in some cities. COVID-19 and sustainability are intertwined via risks, susceptibility, and positive and negative outcomes, in particular via sustainable development goal 3 (SDG3) (health), SDG5 (gender equality), SDG11 (sustainable cities) and SDG13 (climate action). Confinement-induced social gains are realized in reduced congestion, improved air quality, and less accidents, partially compensated by unhealthy eating, and domestic violence. Our analysis reveals that cities around the world provided more space for cyclist and pedestrians as part of pandemic-related measures, pedestrianizing streets, implementing 550 km ad-hoc bicycle infrastructure and planning additional 1500 km. Our computation indicates that GHG emissions savings due to increased uptake of cycling in the EU reduced urban land transport GHG emissions by 0.3% (1 Mt CO2), while GHG emission savings were larger in cities with pop-up bicycle lanes (between 0.43% and 1.87%). Our findings also demonstrate that proactive cities had already plans in their drawers and demonstrated institutional alignment of vocal civil society, administrations and politicians. We argue that long-term sustainability trajectories of cities will depend on transformation of both physical and digital infrastructures.

Framework for freight movement in Bangalore city, India

The movement of goods throughout the country ensures need and availability across the countries. The process and methodology of movement of goods are termed Freight. From the process of identification of the source, production, storage, and delivery of goods to respective customers there are logistics involved in the process, known as freight logistics. The market size of the logistics sector in India is estimated to be between USD 90-125 billion. Freight is also the major user of roads, rails, and other modes of transport. Despite holding promise the logistics sector in India remains mired in several complexities which have the potential of holding it back. As a solution to this Freight Logistics needs a framework and Directive policies, in this regard this documentation was carried out with the help of the Directorate of Urban Land Transport to review various Directive policies of freight around the world. The present study will map the types of goods, different stakeholders participating in freight, Infrastructures involved in freight, Logistics or Supply Chain processes, different types of Logistic Service Providers, etc. Finally in this paper, the draft framework for Freight Logistics Policies is worked out under mainly three sub-headings Institutional Landscape, Infrastructure, and Logistics or Supply Chain Process.

Historical review, analysis and prospects for the development of tram traffic in St. Petersburg

St. Petersburg is a large, populous city. It needs a well-developed transport infrastructure. One of the main advantages of the tram is its uninterrupted operation in almost all-weather conditions.Currently, the park of public transport in St. Petersburg is being updated, priority is given to environmentally friendly transport, the use of electric transport, gas motor fuel.The question of the implementation of projects that would improve the ecological situation in the city is relevant. The tram has the largest carrying and throughput capacity among urban land transport and a signifi cant service life. It is an environmentally friendly type of ground urban passenger transport while ensuring a high level of passenger safety. The development of tram traffi c is analyzed.The advantages of using this type of ground urban passenger transport are considered. The tram market in Russia has been studied and two options for updating the rolling stock have been proposed.In order to study public opinion, a survey of more than a hundred students of the Emperor Alexander I St. Petersburg State Transport University was carried out.A survey was conducted among residents of diff erent districts of the city, it was proposed to change some routes and add new routes within the existing tram lines.The necessity of updating the rolling stock, contact network and traction substations is substantiated; isolation of tram lines; railroad upgrades; reforming the route network; creation of convenient infrastructure at bus stops. Options for implementing the development of tram traffi c are proposed.

Анализ данных о структуре маршрутной сети общественного транспорта на примере г. Волгограда

The paper is focused on collecting and analyzing the data on the population density in the districts of 
 a megapolis was carried out. Each district is further divided into sections to improve the accuracy of the study. The analysis of data on the location of passenger public transport stops in residential areas and areas with socially significant objects was carried out. Visualization of the analysis results was performed by superimposing isochronous accessibility of the main objects of attracting passengers onto the map of the city. Using the algorithm of the minimum cstop of the way there have been found the points of destination in all the routes of the public transport network, which the passenger will be able to reach in 15 or 30 minutes. The route network is presented as a graph, whose vertices are public transport stops. The weights of the graph correspond to the travel time from one stop to another. The shortest paths between all vertices of the graph have been found. The Floyd-Warshell algorithm is selected for calculations. The obtained data are prepared for using them in the transport network model to solve a multi-criteria optimization problem. When adding a new vertex, it becomes possible to calculate a new route with minimal time cstops. Based on the results of the study, the initial data were prepared for constructing a model for generating data on the passenger traffic of urban land transport.

Electric buses on the streets of Moscow: experience, problems, prospects

Moscow is one of the world’s largest metropolitan areas. According to unofficial data, the population of Moscow is about 18-20 million people, according to official data - in 2020 12.6 million people. In such an overpopulated metropolis, the problem of exhaust emissions from urban, commercial, and personal vehicles is extremely relevant. Since September 2018, electric buses have been running in Moscow, of which there are more than 1000 today. The city authorities are actively promoting this new type of urban land transport, focusing on its environmental friendliness, equipping with modern multimedia equipment, free Wi-Fi, USB connectors, comfort for passengers with limited mobility etc. Practice has shown that in Moscow an electric bus can travel a maximum of 59 km on a single charge. The electric bus travels along the route for 40 minutes, charging at the final station for 30 minutes. However, the problems of using innovative urban land transport have been identified. For example, in the cold season, diesel heaters are used to heat the interior of an electric bus, which consume 3-4 liters of diesel fuel per hour. This circumstance does not allow classifying electric buses as urban transport with zero emissions into the atmosphere. Today, electric buses are the most expensive urban land transport (the price of one Russian-made electric bus is 400,000 euros). Despite this, the Moscow authorities are implementing a long-term strategy for the development of environmentally friendly urban transport. By 2030, it is planned to completely switch to electric buses instead of buses with internal combustion engines.

Ensuring priority of public urban passenger transport on urban road network

Recently, in large and medium-sized cities, the increase in a load of highways is aggravated by the growth of motorization and the lack of development of the road network. An increase in the traffic intensity of vehicles to a critical level leads to an excess of the throughput of highways. The consequence is an increase in the level of road traffic delay. One of the most vulnerable groups is public urban mass passenger transport. This article discusses the methodology for determining the need to allocate a separate lane for the movement of public urban passenger transport on a given section of the road network. The purpose of this work is to identify patterns between the parameters of traffic flows and the parameters of the transportation program for public urban passenger transport, based on which criteria will be formulated for the need to allocate a separate lane for the movement of urban land transport on each separate section of the route network. For quality improvement of passenger transportation, a mathematical model has been developed, which is based on such indicators as the level of traffic delay and the share of the passenger flow in the total flow of traffic participants. Necessary conditions have been formulated, the strict implementation of which determines the need to ensure the priority of urban mass public transport on the considered section of the city’s road network. The resulting dependencies allow determining the need to ensure the priority of urban transport. The proposed model makes it possible to determine the rationality of the allocation of individual lanes, traffic for public transport following the level of traffic in the city’s road network. This study can become the basis for an algorithm for the operation of interactive signs that regulate traffic on a given stretch of the city’s road network.

ENSURING PRIORITY FOR PUBLIC URBAN PASSENGER TRANSPORT ON URBAN STREETS AND ROAD NETWORK

Introduction.Recently, in large and medium-sized cities, the increase in traffic has been exacerbated by the growth of motorization and the lack of development of the road network. Increasing vehicle traffic to a critical level leads to overcapacity of the arteries and, as a consequence, increases the level of delay. Public urban mass passenger transport is one of the most vulnerable groups in this regard. In order to unload the city’s street network, it is necessary to reduce the level of road traffic. One of the effective measures to deal with this problem is to increase the attractiveness of urban mass passenger transport, i.e. to ensure an adequate level of service for passengers including high speed, which can be increased by giving priority to bus traffic. One of the prospects for prioritizing public urban transport is the development of individual lanes or streets for urban rolling stock only. Due to the lack of criteria for the allocation of separate lanes for urban rolling stock, they have begun to appear in the vast majority on the main streets of the city. There are a large number of urban highways used for the operation of only one public transport route with dedicated lanes on them. The need for such arrangements is questionable. It is therefore necessary to formulate the criteria that justify the need for a separate urban passenger lane on a given stretch of the city network. Thus, the purpose of this work is to identify patterns between traffic parameters and the parameters of the urban public passenger transport programme, which will determine the criteria for the need for a separate lane for urban land transport on each individual stretch of the network.Materials and methods.This article deals with the method of determining the need for a separate lane for public urban passenger transport on a given stretch of the road network. In order to improve the quality of the transport of passengers, a mathematical model has been developed, based on such indicators as the level of traffic delay and the share of passenger traffic in the total flow of participants. Results. The necessary conditions have been laid down the strict implementation of which determines the need to ensure the priority of urban mass public passenger transport on the section of the city’s street network under consideration.Discussion and conclusion.The dependencies obtained make it possible to identify the need to ensure the priority of urban transport.

Comparative Analysis of the Energy Consumption, Economic Cost and Environmental Impact between Fossil and Electric Buses in the Public Urban Transportation of City of Ambato, Ecuador

In Ecuador, the City of Ambato has a public transport system dependent exclusively on oil derivatives. The Directorate of Traffic, Transport and Mobility Decentralized Autonomous Government Municipality of Ambato, GADMA, is responsible for the planning, organization and regulation of traffic of interparochial, intercantonal and urban land transport throughout the territory comprising the jurisdiction of the Ambato Canton. The Directorate of Traffic, Transport and Mobility prepares and signs the contracts of operation for the public transport in the city of Ambato. In this paper, a comparative analysis of the energy consumption, economic costs and environmental impact between fossil and electric buses for the urban public transport of the city of Ambato is evaluated. This study is based on information provided by the operating contracts of the Directorate of Traffic, Transport and Mobility of the Municipality of Ambato, on simulation of urban transport routes in ArcGIS software and on technical characteristic of fossil and electric buses provided by manufacturers.

Towards an Integrated Global Transport and Health Assessment Tool (TIGTHAT)

Background Urban land transport has positive (physical activity) and negative (road traffic injuries and air pollutants) side effects. Studies in high income cities have found substantial population health benefits from mode shift to active travel, with physical activity dominating the impact. However, our earlier work in Brazil, India, and Malaysia identifies a more varied picture, with a larger burden and trickier trade-offs. To investigate risks and benefits in low and medium income countries (LMICs), we will conduct in year 2017-19 international project, TIGTHAT, which will develop methods to estimate these trade-offs. Methods In this project we lay the basis for a globally applicable stochastic synthesis engine with a user friendly interface, to support evidence based decision making on transport and health. A key challenge is data comparability and quality. Our international, multidisciplinary team will assess what data is available and develop approaches for mapping (calibrating) available to desired data, while representing propagated uncertainty. The main objectives of TIGTHAT are: Health Impact modelling (physical activity, air pollution, and road traffic injuries) of scenarios for two new cities in India (Bengaluru and Visakhapatnam) and developing and reanalysing for two already analysed cities (Sao Paulo, Brazil, and Delhi, India). The objective is both to generate results about the size of impacts, but more importantly to understand how choice of data and uncertainty affects the results. Test the feasibility of Google Street View to estimate traffic mode share in multiple cities, and to develop an ecological model to predict population distributions of travel time mode share and total physical activity. Appraise urban traffic injury data in a range of settings globally, identify patterns, develop generalizable rules for combining data, and validate by testing them in selected cities Develop and test a generalizable approach to estimate changes in transport related air pollution (fine particulate matter, PM2.5) Identify, evaluate, and compare personal travel survey data for multiple settings and how estimates for travel physical activity could differ due to diverse survey methods. Results This project lays the foundation for an analytic modelling framework to estimate multiple outcomes with respect to a major determinant of population health. In this presentation we will describe the work plan and position it within the wider scientific and policy challenge. Preliminary results for Delhi and Sao Paulo will be presented. Conclusions We will organise a group exercise to develop a shared understanding of data issues relating to modelling impacts in LMICs.

Mode Shifting Behavior for the Inter-Island Passenger Transportation in the Western Visayas Region, Philippines

In the Philippines, most transportation studies focus on urban land transportation. Only few deal directly with water transportation. The Western Visayas Region is comprised of three main land masses separated by bodies of water. Recently, an ambitious inter-island bridge project for the region is proposed. The Panay-Guimaras-Negros Bridge (PGN) Project intends to connect the islands via bridges spanning approximately 23 km. In this study, survey questionnaires were administered in Dumangas, Muelle Loney, and San Lorenzo. Multinomial logit models using stated preference data were estimated to look into mode shifting behaviour of passengers to land based alternatives if inter-island bridges were built.

The public health benefits of reducing greenhouse gas emissions

of the keynote address at the 2010 Fenner Conference, Australian Academy of Science, Canberra, 22-23 June 2010 (reproduced with permission). Climate change will harm human health, and successful strategiestoreducegreenhousegasemissionswillrestrict that harm. But studies published in The Lancet 1 late last year showed that appropriate mitigation strategies will themselves have additional and independent effects on health, most of them beneficial. The potential value of these co-benefits has not so far been given sufficient prominence in international negotiations. These studies, supported by a global partnership of funders, were undertaken by an international multidisci- plinary group of researchers with the aim of informing discussionsatthe2009Copenhagenconferenceofparties to the UN Framework Convention on Climate Change. Each focused on one sector which is a major source of greenhouse-gas emissions. These sectors are: household energy use, urban land transport, electricity generation, andfoodandagriculture.Afifthstudyreviewedtheeffect on health of short-lived greenhouse pollutants, which are produced in several sectors. Each of the sectoral studies examined the health implica- tions of actions in both high-income and low-income countriesdesignedtoreducethereleaseofcarbondioxide (CO2) and other greenhouse gases through a number of case studies. In line with the recommendations of the UK Committee on Climate Change, each would yield reduc- tions by 2030 that are broadly consistent with the aim of meeting a global 50% reduction target (compared with 1990) by 2050, and an 80% reduction in emissions for high-income countries. The studies demonstrate the potential improvements in health through a range of mechanisms such as increasing active transport (walking and cycling) in cities, reducing exposure to indoor and outdoor air pollution and reducing consumption of ani- mal source saturated fats. These co-benefits can offset, at least in part, the costs associated with implementing strategies to reduce greenhouse gas emissions. Future research should be directed at exploring the potential co- benefits in a range of settings, reducing uncertainties and assessing the health effects of other strategies, such as biofuels or carbon capture and storage, which were not covered by this program of research. It is clear however that a lower carbon and more sustainable economy could result in substantial improvements in public health.

Cutting carbon, improving health

Events such as the financial crisis and climate change are not quirks of the marketplace or quirks of nature. Instead they are markers of massive failure in international systems that govern the way nations and their populations interact. The contagion of our mistakes shows no mercy and makes no exceptions on the basis of fair play. For example, countries that have contributed least to greenhouse-gas emissions will be the first and hardest hit by climate change. 1 McMichael A Campbell-Lendrum D Kovats R et al. Climate change. in: Ezzati M Lopez A Rodgers A Murray C Comparative quantification of health risks: global and regional burden of disease due to selected major risk factors. World Health Organization, Geneva2004 Google Scholar The climate dividend“Climate change is the biggest global health threat of the 21st century.” So concluded a Lancet—UCL Commission earlier this year.1 A systematic appraisal of available evidence showed that the risks from changing patterns of disease, food insecurity, unsafe water and sanitation, damage to human settlements, extreme events, and population growth and migration were far more severe for human health than most observers had understood. The message added an important new dimension to the political debate about how to respond to climate change. Full-Text PDF Public health benefits of strategies to reduce greenhouse-gas emissions: household energyEnergy used in dwellings is an important target for actions to avert climate change. Properly designed and implemented, such actions could have major co-benefits for public health. To investigate, we examined the effect of hypothetical strategies to improve energy efficiency in UK housing stock and to introduce 150 million low-emission household cookstoves in India. Methods similar to those of WHO's Comparative Risk Assessment exercise were applied to assess the effect on health that changes in the indoor environment could have. Full-Text PDF Public health benefits of strategies to reduce greenhouse-gas emissions: urban land transportWe used Comparative Risk Assessment methods to estimate the health effects of alternative urban land transport scenarios for two settings—London, UK, and Delhi, India. For each setting, we compared a business-as-usual 2030 projection (without policies for reduction of greenhouse gases) with alternative scenarios—lower-carbon-emission motor vehicles, increased active travel, and a combination of the two. We developed separate models that linked transport scenarios with physical activity, air pollution, and risk of road traffic injury. Full-Text PDF

Institutional reform: A decision-making process view

The paper analyses the fundamentals of the decision-making process and proposes a model which is applied to the example of urban land passenger transport. The model amongst other things, redefines the nature of the urban land transport product. The paper explores the implications for many established policy positions on institutional arrangements, such as user pays, that have become distorted by current descriptions of products that ignore the insights of explicitly considering the decision-making process leading to the act of resource exchange for the provision of urban land transport service.