Use Of Alternative Transportation Research Articles

GreenITS: a proposal to compute low-pollution routes

A way to reduce carbon emissions in cities is through movement by bicycle or on foot. However, it sometimes means to pass through high-pollution zones and consequently breath low quality air. We then propose a green Intelligent Transportation System (ITS) for zero-emission mobility users, providing users with low-pollution routes to avoid the high-pollution zones. This proposal uses ITS to promote the use of alternative transportation to classical motor vehicles to reduce carbon emissions. This is based on Complex Event Processing (CEP) technology to gather and process real-time data, a Decision Support System designed as a Fuzzy Inference System (FIS) to make decisions about recommended transit zones, taking also into account the user experience level and specific weather data, and Colored Petri Nets (CPN) as a tool to compute the routes. This is therefore an all-in-one solution to provide green routes, with the benefits of each one of the technologies used.

Safe Routes to Age in Place: A Focus on Alternative Transportation

Undergraduate programs (majors, minors, certificates) and continuing education programs in gerontology prepare students for entry-level careers in aging and increase competitiveness for graduate work in a variety of fields. Job growth in the field of gerontology is high, especially for positions requiring a bachelor’s degree and less. Gerontology education at this level is essential for meeting the growing demand for workers in social services and health services who understand the opportunities and challenges that come with increased longevity and global aging. This presentation will highlight the new recommendations for competency-based gerontology education for undergraduate and continuing education credentials outlined in the latest edition of AGHE Standards and Guidelines. Whether you are developing a new curriculum or revising an old one, we will offer suggestions for using the AGHE competencies and guidelines to ensure that your program adequately prepares students and offers them a competitive edge in today’s job market.

Cooperation for Sustainable Development: a University Transport Model

The transportation system generally contributes with the largest share of Greenhouse Gases Emissions (GHG) among economic activities, which includes the high level of gas emissions from the transport system in the GHC Inventory from Higher Education Institutions (HEI). Guided by its socio-environmental agenda, the Pontifical Catholic University of Rio de Janeiro (PUC-Rio), has sought to implement integrated programs to encourage the use of alternative transportation in order to mitigate the impacts of urban mobility on the atmosphere since 2010. Free parking and shower facilities for cyclists, as well as pedestrian friendly sites and limited vehicle parking area inside the campus are some of the welcomed interventions implemented by PUC-Rio. In addition, the institution has collaborated technically with the public authorities to enable the arrival of good quality mass transportation to the University neighborhood. Even facing limited mass public transportation in the surroundings of the main campus, PUC-Rio has implemented a series of transportation initiatives that rely on the commitment and partnership of its community (students, professors and staff), who strongly support new solutions for sustainable development and contribute to the improvement of PUC-Rio transportation performance

Driving Behaviors and Community Mobility of Older Adults Living Independently

Abstract Date Presented Accepted for AOTA INSPIRE 2021 but unable to be presented due to online event limitations. This mixed-methods online survey collected self-report data from 88 older adults on self-restricting driving behaviors. Data identified trends in various factors, including overall driving behaviors, community mobility, use of alternative transportation, and age of older adults independently living in urban and suburban California. Increased self-restricted driving behaviors were reported with the increased age of respondents. This change in driving results in diminished occupational participation. Primary Author and Speaker: Winifred Schultz-Krohn Additional Authors and Speakers: Elisa Chan, Alyson Bothman, Lisa Bullard, Nicholas Chambers, and Derek Colvin Contributing Authors: Chiao-Ju Fang

Staying Connected: Alternative Transportation Use, Neighborhoods, and Social Participation Among Older Americans.

A wealth of empirical evidence documents improved health among older adults who participate in social activities. Alternative transportation can serve as a bridge linking older adults to social activities and improving person-environment fit. Using Waves 1-8 of the National Health and Aging Trends Study, this research examines whether alternative transportation use is associated with participation in diverse social activities among a sample of Medicare beneficiaries aged 65 or older. Additionally, this research explores whether the effect of transportation use varies across neighborhood environments. We analyzed individual trajectories of participation in social activities by estimating 2-level growth curve models. The use of public transportation, paratransit, getting a ride, or walking/using wheelchair/scooter to get places was associated with participating in more types of social activities. Respondents who used alternative transportation had less steep declines in participation. The effect of getting rides and using paratransit services was more pronounced among respondents living in disordered neighborhoods. This research underscores the importance of alternative transportation use and the neighborhood context for participation among older adults. Age-friendly initiatives aimed at fostering greater community engagement should think broadly about the role of multiple forms of transportation.

The effectiveness of alternative transportation programs in reducing impaired driving: A literature review and synthesis

Introduction: Studies have shown that approximately half of arrested intoxicated drivers had their last alcoholic drink at a licensed bar or restaurant. Current efforts to prevent intoxicated patrons from leaving licensed establishments and driving home have been only partially successful. Since a high proportion of drinkers drive to their drinking destination, promoting the use of alternative transportation (AT) – including safe ride shuttles, free or subsidized taxi and ridesharing services, voluntary or paid designated driver programs, and more accessible public transportation – is an important strategy for preventing impaired driving. The primary goal of this study was to review and synthesize the findings of research studies designed to test the effectiveness of AT programs in reducing alcohol-impaired driving. A secondary goal was to report if using AT has led to any unintended consequences, in particular greater alcohol consumption. Method: We identified relevant academic articles, new articles, government reports, and other documents (English only) through the University of Chicago library, Google Scholar, and Google Search. We also included published articles recommended by peers. Key search terms included: alternative transportation; safe rides; designated driver; alcohol-impaired driving; alcohol consumption, cost effectiveness; and reduce drunk driving. Initially, we identified 168 potentially relevant sources, of which only 57 were academic articles. After a thorough review, we narrowed down the number of relevant articles to 125 including some background articles and government reports. Results: Some AT programs produced reductions in one or more of the following outcomes: (1) impaired driving; (2) impaired driving crashes; (3) driving under the influence (DUI) arrests; and (4) traffic crashes in general, but others were not shown to be effective. A few programs resulted in greater self-reported alcohol use, but there were no significant findings indicating that drinking when using AT led to an increase in alcohol-related harms such as public intoxication, assaults, or other alcohol-related crime. Of the studies that conducted a cost-benefit analysis, most showed that AT programs yielded a positive benefit, but these studies did not include a sufficient number of variables to be considered true cost-benefit analyses. Conclusions: There is mixed evidence regarding the effectiveness of AT programs. Evaluations with more rigorous quasi-experimental and experimental designs are needed to identify which types of AT programs work best for different types of communities and target groups. Practical Applications: The literature review and synthesis revealed that the most successful AT programs typically have some of these attributes: (1) social acceptance; (2) high level of public awareness; (3) low cost; (4) year-round availability; (5) provide rides to and from drinking venues; (6) several sponsors that provide funding); (7) user convenience; and (8) perceived safety.

The Risk of Functional Limitations After Driving Cessation Among Older Japanese Adults: The JAGES Cohort Study.

BackgroundPopulation ageing and stringent licensing policies will increase the number of older drivers who stop driving. Adverse health outcomes owing to driving cessation and their prevention are emerging concerns. Therefore, we longitudinally examined the impact of driving cessation and alternative transportation use after cessation on the risk of functional limitations in a cohort of community-dwelling people (65 years and older) in Japan.MethodsUsing cohort data of those who drove as of 2006/07, we compared the risk of functional limitations between 2,704 current drivers and 140 former drivers (who stopped driving by 2010). Of the former drivers, 77 did not use public transportation or bicycles after driving cessation (thus losing independent mobility). We calculated the hazard ratios (HRs) for the incidence of functional limitations with 95% confidence intervals (CIs) based on the Cox proportional hazards model with the covariates influencing the functional limitations.ResultsFrom 2010 through 2016, 645 people had functional limitations, which included 38, 82, and 119 per 1,000 person-years among current drivers, former drivers who used public transportation or bicycles, and former drivers who were only driven by others, respectively (HR 1.69; 95% CI, 1.15–2.49 and HR 2.16; 95% CI, 1.51–3.10, relative to current drivers).ConclusionDriving cessation is associated with an increased risk of functional limitations among older adults, but this risk might be alleviated if they are able to maintain independent mobility using public transportation or bicycles after driving cessation.

Adherence to driving cessation advice given to patients with cognitive impairment and consequences for mobility

BackgroundDriving is related to social participation; therefore older drivers may be reluctant to cease driving. Continuation of driving has also been reported in a large proportion of patients with cognitive impairment. The aim of this study is to investigate whether patients with cognitive impairment adhere to driving cessation advice after a fitness-to-drive assessment and what the consequences are with regard to mobility.MethodsPatients with cognitive impairment (n = 172) participated in a fitness-to-drive assessment study, including an on-road driving assessment. Afterwards, patients were advised to either continue driving, to follow driving lessons, or to cease driving. Approximately seven months thereafter, patients were asked in a follow-up interview about their adherence to the driving recommendation. Factors influencing driving cessation were identified using a binary logistic regression analysis. Use of alternative transportation was also evaluated.ResultsRespectively 92 and 79% of the patients adhered to the recommendation to continue or cease driving. Female gender, a higher Clinical Dementia Rating-score, perceived health decline, and driving cessation advice facilitated driving cessation. Patients who ceased driving made use of less alternative modes of transportation than patients who still drove. Nonetheless, around 40% of the patients who ceased driving increased their frequency of cycling and/or public transport use.ConclusionsAdherence to the recommendations given after the fitness-to-drive assessments was high. Female patients were in general more likely to cease driving. However, a minority of patients did not adhere to driving cessation advice. These drivers with dementia should be made aware of the progression of their cognitive impairment and general health decline to facilitate driving cessation. There are large differences in mobility between patients with cognitive impairment. Physicians should discuss options for alternative transportation in order to promote sustained safe mobility of patients with cognitive impairment.

UM ESTUDO DA RESPONSABILIDADE SOCIAL EMPRESARIAL EM INDÚSTRIA DE TORREFAÇÃO E MOAGEM DE CAFÉ

As ações sociais realizadas pelas empresas tornaram-se relevantes nos últimos anos, não só considerando-se a necessidade de assumir responsabilidade social no ambiente em que ela está inserida, mas também contribuindo para uma sociedade mais justa e para um ambiente mais limpo. Com isso, entende-se que a gestão das empresas deve ser norteada considerando-se não somente o retorno do investimento aos sócios, mas também atender interesses da sociedade em geral. Esse artigo teve como objetivo verificar as ações de Responsabilidade Social Empresarial (RSE) em uma empresa do ramo de torrefação e moagem de café. Realizou-se inicialmente o levantamento da base teórica acerca do tema e foi efetuada entrevista semiestruturada com o gestor da empresa. Ao considerar os resultados levantados neste estudo sobre a análise do uso eficaz de energia e água, o que se destacou foi o andamento da instalação de acessórios e dispositivos para economizar água, que poderá melhorar o uso de iluminação, a aplicação de medidas eficientes para gerir e diminuir o consumo de energia e manter uma frota de veículos coletivos e a redução do consumo de água nas áreas externas. Considera-se que há manutenção no sistema de climatização e o conserto regular das fugas de água. A empresa ainda não se aplica o incentivo ao uso de transporte alternativo.

Driving self-regulation and ride service utilization in a multicommunity, multistate sample of U.S. older adults

ABSTRACTObjectives: This study examined a multicommunity alternative transportation program available 24 hours a day, 7 days a week, for any purpose, offering door-through-door service in private automobiles to members who either do not drive or are transitioning away from driving. Specific aims were to describe the characteristics of members by driving status and ride service usage of these members.Methods: Data came from administrative records maintained by a nonprofit ride service program and include 2,661 individuals aged 65+ residing in 14 states who joined the program between April 1, 2010, and November 8, 2013. Latent class analysis was used to group current drivers into 3 classes of driving status of low, medium, and high self-regulation, based on their self-reported avoidance of certain driving situations and weekly driving frequency. Demographics and ride service use rate for rides taken through March 31, 2014, by type of ride (e.g., medical, social, etc.) were calculated for nondrivers and drivers in each driving status class.Results: The majority of ride service users were female (77%) and aged 65–74 years (82%). The primary method of getting around when enrolling for the transportation service was by riding with a friend or family member (60%). Among the 67,883 rides given, nondrivers took the majority (69%) of rides. Medical rides were the most common, accounting for 40% of all rides.Conclusions: Reported ride usage suggests that older adults are willing to use such ride services for a variety of trips when these services are not limited to specific types (e.g., medical). Further research can help tailor strategies to encourage both nondrivers and drivers to make better use of alternative transportation that meets the special needs of older people.

Association of Graduated Driver Licensing With Driver, Non-Driver, and Total Fatalities Among Adolescents.

Graduated driver licensing systems typically require an extended learner permit phase, and create night-time driving or passenger restrictions for adolescent drivers. Restricted driving might increase the use of alternative transportation to replace driving and consequently increase crashes and injuries for passengers, bus riders, pedestrians, and bicyclists. This study examined whether graduated driver licensing increases non-driver fatalities among adolescents, and whether it reduces total traffic fatalities combining drivers and non-drivers. Longitudinal analyses were conducted using data from the 1995-2012 U.S. Fatality Analysis Reporting System. Adjusted rate ratios were estimated for being fatally injured in a crash according to: (1) presence/absence of a graduated driver licensing system; and (2) four levels of graduated driver licensing systems (absent, weak, medium, strong). Analyses were conducted in 2015. Among adolescents aged 16 years, graduated driver licensing was not associated with increased passenger fatalities (adjusted rate ratio, 0.96; 95% CI=0.90, 1.03) or pedestrian and bicyclist fatalities (adjusted rate ratio, 1.09; 95% CI=0.85, 1.39), but was associated with an 11% reduction in total traffic fatalities. Among those aged 17 years, graduated driver licensing was not associated with increased fatalities as passengers, pedestrians, or bicyclists, and was not associated with reduced total traffic fatalities. In general, graduated driver licensing systems were not associated with increased fatalities as passengers, pedestrians, bicyclists, and bus riders. Graduated driver licensing systems were associated with reduced total fatalities of adolescents aged 16 years.

Importância epidemiológica de acidentes com motocicletas e bicicletas no contexto atual do trauma bucomaxilofacial no sul do Brasil

Purpose: Epidemiological studies exhibit regional variation patterns as the result of local demographic and socioeconomic factors. This study assessed the epidemiology of maxillofacial fractures treated at a trauma center in Southern Brazil to identify the importance of motorcycle and bicycle crashes. Methods: The records of 2261 patients admitted between April 2003 and March 2013 were reviewed. Results: The male-to-female ratio was 5.6:1. The peak incidence occurred in the third decade of life. Bicycle and motorcycle crashes accounted for 20% of all reported etiologies. Mandibular and orbitozygomatic complex fractures were most prevalent. The most common treatments were open reduction with rigid internal fixation and conservative therapy. Overall, 1248 patients (55.9% of recorded admissions) had a length of stay of 7 days or less. Conclusion: Countrywide prevention projects and the use of alternative transportation should be encouraged.

Encouraging Alternative Transport Use in Adelaide: Public Perception of Traffic, Environment and Health.

Encouraging Alternative Transport Use in Adelaide: Public Perception of Traffic, Environment and Health.

Combining attitude theory and segmentation analysis to understand travel mode choice at a national park

Transportation management is one of the most salient challenges facing managers of national parks and public lands. In order to determine strategies to increase voluntary use of alternative transportation modes, this study explores the factors that influence travel mode choice in recreation settings. We combine the theory of planned behavior and segmentation analysis to determine distinct segments of national park visitors in regard to their beliefs about transportation. Using cluster analysis, we identify three distinct segments of visitors to a popular national park in Colorado, USA. The segments are statistically similar in regards to sociodemographic variables, yet significantly different in terms of attitudes, subjective norms, perceived behavioral control and intentions to use shuttles. This study demonstrates the utility of combining segmentation analysis and attitude theory to inform messaging for travel information sources, such as intelligent transportation system (ITS) technologies. Combining attitude theory and segmentation analysis allows researchers and managers to identify specific types of visitor groups for targeted marketing campaigns in the context of nature tourism. Management implicationsThis research can help managers design alternative transportation systems to alleviate congestion caused by private automobiles. Our research found that:•Alternative transportation must be frequent, dependable, and provide ample space to attract loyal users.•Direct routes between parking and popular attractions as well as special opportunities such as pick-up/drop-off for one-way treks may increase alternative transportation use.•Promotional materials and messaging should focus on the ability of alternatives to enhance sightseeing opportunities, reduce stress caused by driving, and simplify parking.•When incentives fail to increase voluntary alternative transportation use, mandatory systems may be necessary at the most popular visitor attractions.

Credit Crunch and Insurance Consumption: The Aftermath of the Subprime Mortgage Crisis

Using cross-state panel auto insurance premium data from 2007 to 2012 in the U.S., this study provides evidence that individual purchases of private auto insurance were excessively reduced during and after the U.S. subprime mortgage. Analyses show that the credit crunch triggered by a shock in house prices was a major contributing factor of the reduced consumption of auto insurance during and after the crisis. This result is robust even after controlling for associated factors such as insurance prices, personal spending on vehicles and general consumption, recession indicators and the use of alternative transportation. Tests also find that a drop in house prices was also related to the deterioration of underwriting performance. These findings provide evidence for a real effect of the banking crisis.

Traffic-related air pollution and health co-benefits of alternative transport in Adelaide, South Australia

BackgroundMotor vehicle emissions contribute nearly a quarter of the world's energy-related greenhouse gases and cause non-negligible air pollution, primarily in urban areas. Changing people's travel behaviour towards alternative transport is an efficient approach to mitigate harmful environmental impacts caused by a large number of vehicles. Such a strategy also provides an opportunity to gain health co-benefits of improved air quality and enhanced physical activities. This study aimed at quantifying co-benefit effects of alternative transport use in Adelaide, South Australia. MethodWe made projections for a business-as-usual scenario for 2030 with alternative transport scenarios. Separate models including air pollution models and comparative risk assessment health models were developed to link alternative transport scenarios with possible environmental and health benefits. ResultsIn the study region with an estimated population of 1.4 million in 2030, by shifting 40% of vehicle kilometres travelled (VKT) by passenger vehicles to alternative transport, annual average urban PM2.5 would decline by approximately 0.4μg/m3 compared to business-as-usual, resulting in net health benefits of an estimated 13deaths/year prevented and 118 disability-adjusted life years (DALYs) prevented per year due to improved air quality. Further health benefits would be obtained from improved physical fitness through active transport (508deaths/year prevented, 6569DALYs/year prevented), and changes in traffic injuries (21 deaths and, 960 DALYs prevented). ConclusionAlthough uncertainties remain, our findings suggest that significant environmental and health benefits are possible if alternative transport replaces even a relatively small portion of car trips. The results may provide assistance to various government organisations and relevant service providers and promote collaboration in policy-making, city planning and infrastructure establishment.

From better understandings to proactive actions: Housing location and commuting mode choices among university students

Reducing car dependence has become an important public policy issue. This manuscript examines the issue by focusing on university students, who have not been well studied in existing literature. It proposes a confirmatory framework for studies on university students׳ commuting mode and housing choice and their determinants. It also conducts a case study based on this framework to get more insights. This case study shows or re-confirms that when compared to the employees from the same university, university students are more likely to share a residence in exchange for rent affordability, bus proximity and short commute. They are also more likely to jointly determine their housing and mode choices. Transit pass subsidies significantly influence university students’ alternative transportation use. Female students or graduate students are less likely to use alternative transportation. Undergraduate students have a shorter commute and use alternative transportation more. The above provide new implications for integrated housing–transportation planning and group-sensitive policies to increase alternative transportation usage among university students.

Role of Gender and Attitudes on Public Transportation Use

This study aimed to evaluate gender differences in public transportation–related attitudes and their effects on transit use. How did attitudes affect people's transit use? Did public transit–related attitudes differ by gender in general and by status group (faculty, staff, and students)? This research aimed to address these questions. The analysis was based on data collected from the 2012 campus transportation survey at Ohio State University. The survey questionnaire covered individuals’ sociodemographic characteristics, commute mode choices, and attitudes toward driving and taking public transit, including reliability, safety, flexibility, convenience, accessibility, and comfort. After the descriptive analysis of perceptions that were segmented on the basis of gender and status (faculty, staff, undergraduates, and graduate students), binary logit models were estimated to assess the influences of individuals’ attitudes on transit use while controlling for other factors. First a binary logit model measuring the effects of respondents’ status (student, staff, or faculty), car ownership, ethnicity, proximity to bus stops, and distance to campus was estimated. Then respondents’ attitudes were added to the existing model. Results indicated that including attitudes significantly increased the explanatory power of the model, and the results revealed the significant connections between attitudes related to public transportation and public transit use. The findings of this study can help transportation planners understand the ways attitudes affect transit use and the differences across genders. Although the study used data from Ohio State University, the findings can help in developing plans for increasing alternative transportation use on other campuses, as well as in surrounding areas.

The Effect of Active Transport, Transport Systems, and Urban Design on Population Health

The Effect of Active Transport, Transport Systems, and Urban Design on Population Health

Access and participation in the community: a prospective qualitative study of driving post-stroke

Purpose: Loss of role as a driver significantly affects community participation; therefore, we aimed to explore the impact of driving issues post-stroke in community-dwelling stroke survivors. Methods: A longitudinal qualitative study of community-dwelling stroke survivors, using semi-structured interviews. Results: Twenty-two participants took part in 84 interviews over a 1-year period post-stroke. The majority of participants was independent and experienced few major depressive symptoms. ages ranged from 50 to 92 years. Emergent key themes included impact on quality of life, personal impacts, change to role performance and knowledge. Participants received inconsistent advice regarding return to driving. Confidence and availability determined public transport use. Conclusions: Driving advice should be standard practice prior to discharge. Allied health professionals can play an essential role in interventions addressing community participation, driver re-training and alternative transport use. Therapists have an important role in assisting stroke survivors to work through feelings of loss and in providing education concerning new skills to support this life transition.Implications for RehabilitationIssues regarding driving are of major importance to stroke survivors.Allied health professionals can play a significant role in providing education and training regarding return to driving and alternate transport options.Allied health professionals have an important role in assisting stroke survivors to transition to a life without driving by working through feelings of loss and by providing education concerning new skills to support this life transition.