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Статті в журналах з теми "Urban transportation policy Australia"

Автор: Grafiati
Опубліковано: 10 грудня 2022
Оновлено: 29 січня 2023

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1

Leao, Simone, and Hisham Elkadi. "The Use of Public Transport in Coastal Australia: Modes of Travel to Work and Greenhouse Emissions." Advanced Materials Research 347-353 (October 2011): 4034–44. http://dx.doi.org/10.4028/www.scientific.net/amr.347-353.4034.

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Анотація:
Commuting to work is one of the most important and regular routines of transportation in towns and cities. From a geographic perspective, the length of people’s commute is influenced, to some degree, by the spatial separation of their home and workplace and the transport infrastructure. The rise of car ownership in Australia from the 1950s to the present was accompanied by a considerable decrease of public transport use. Currently there is an average of 1.4 persons per car in Australia, and private cars are involved in approximately 90% of the trips, and public transportation in only 10%. Increased personal mobility has fuelled the trend of decentralised housing development, mostly without a clear planning for local employment, or alternative means of transportation. Transport sector accounts for 14% of Australia’s net greenhouse gas emissions. Without further policy action, Australia’s emissions are projected to continue to increase. The Australian Federal Government and the new Department of Climate Change have recently published a set of maps showing that rising seas would submerge large parts of Victoria coastal region. Such event would lead to major disruption in planned urban growth areas in the next 50 years with broad scale inundation of dwellings, facilities and road networks. The Greater Geelong Region has well established infrastructure as a major urban centre and tourist destination and hence attracted the attention of federal and state governments in their quest for further development and population growth. As a result of its natural beauty and ecological sensitivity, scenarios for growth in the region are currently under scrutiny from local government as well as development agencies, scientists, and planners. This paper is part of a broad research in the relationship between transportation system, urban form, trip demand, and emissions, as a paramount in addressing the challenges presented by urban growth. Progressing from previous work focused on private cars, this present paper investigates the use of public transport as a mode for commuting in the Greater Geelong Region. Using a GIS based interaction model, it characterises the current use of the existing public transportation system, and also builds a scenario of increased use of the existing public transportation system, estimating potencial reductions in CO2 emissions. This study provides an improved understanding of the extent to which choices of transport mode and travel activity patterns, affect emissions in the context of regional networks. The results indicate that emissions from commuting by public transportation are significantly lower than those from commuting by private car, and emphasise that there are opportunities for large abatment in the greenhouse emissions from the transportation sector related to efforts in increasing the use of existing public transportation system.
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2

Lu, Jie, Chaojie Liu, and Michael Buxton. "THE IMPACT OF URBAN GROWTH BOUNDARIES IN MELBOURNE ON URBAN SUSTAINABLE DEVELOPMENT." Engineering Heritage Journal 5, no. 1 (March 16, 2021): 34–41. http://dx.doi.org/10.26480/gwk.01.2021.34.41.

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The consensus of using the compact city as a model for urban sustainable development has inevitably led to governments restricting outer urban expansion as an urban management tool. Urban growth boundaries (UGBs) have become one of the most widely used policy tools to achieve this goal. To evaluate the impact of UGBs on urban sustainable development in Melbourne, Australia, we compare the temporal and spatial changes of population, dwelling density, and growth before and after the implementation of the UGB policy in the Melbourne metropolitan area. The results indicate that, since the implementation of the UGB policy, the urban population, dwelling density, and growth have significantly accelerated; however, nearly half of the new population is located on the urban fringe. Based on the pressure of population growth, the UGB in Melbourne has been adjusted frequently, which has reduced its binding force on urban growth. Herein, we focus on the reasons for amendments to the Melbourne UGB, namely, urban density and the intensity of urban land use and compare the UGB policies of the Melbourne and Portland, Oregon (USA), metropolitan areas. We argue that the state government should restrict urban growth boundaries and increase urban density. At the same time, UGB policy must be coordinated with broader government policy, such as urban land use, urban transportation, and environmental planning, and a mechanism should be established to release land supply in defined areas. In addition, governments should expand public participation in the UGB amendment process and in supporting the implementation of the UGB policy
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3

Babb, Courtney, Sam McLeod, and Conor Noone. "Planning for cycling in local government: Insights from national surveys in Australia and New Zealand." Journal of Transport and Land Use 15, no. 1 (April 15, 2022): 249–70. http://dx.doi.org/10.5198/jtlu.2022.1970.

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Despite a broad consensus that cycling can address a range of transportation issues, many countries have struggled to institute measures to increase cycling participation. Even for cities that have achieved marked progress, there remains a gap in making cycling a truly normative mode of transportation. The practical problem of translating research and converting policy vision into broad-based cycling participation has become an increasingly central focus of international cycling scholarship. To examine the challenges of practically planning for cycling, we focus on the role of local government and report on a survey of all urban and major regional local governments in Australia and New Zealand. By analyzing results across the two countries, we diagnose challenges faced by practitioners in implementing measures to support cycling. Key findings suggest there is support among local government officers and stakeholders for cycling to play an increased role in daily transportation, yet this support is much more mixed at the implementation stage of cycling plans, policies, and infrastructure projects. These findings indicate a pressing need to better equip local government practitioners with tools and knowledge to overcome barriers to providing for cycling, particularly in increasingly politicized and complex contexts.
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4

Mesfin, Biruk G., Daniel(Jian) Sun, and Bo Peng. "Impact of COVID-19 on Urban Mobility and Parking Demand Distribution: A Global Review with Case Study in Melbourne, Australia." International Journal of Environmental Research and Public Health 19, no. 13 (June 23, 2022): 7665. http://dx.doi.org/10.3390/ijerph19137665.

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Анотація:
The tremendous impact of the novel coronavirus (COVID-19) on societal, political, and economic rhythms has given rise to a significant overall shift from pre- to post-pandemic policies. Restrictions, stay-at-home regulations, and lockdowns have directly influenced day-to-day urban transportation flow. The rise of door-to-door services and the demand for visiting medical facilities, grocery stores, and restaurants has had a significant impact on urban transportation modal demand, further impacting zonal parking demand distribution. This study reviews the overall impacts of the pandemic on urban transportation with respect to a variety of policy changes in different cities. The parking demand shift was investigated by exploring the during- and post-COVID-19 parking policies of distinct metropolises. The detailed data related to Melbourne city parking, generated by the Internet of things (IoT), such as sensors and devices, are examined. Empirical data from 2019 (16 March to 26 May) and 2020 (16 March to 26 May) are explored in-depth using explanatory data analysis to demonstrate the demand and average parking duration shifts from district to district. The results show that the experimental zones of Docklands, Queensbery, Southbanks, Titles, and Princess Theatre areas have experienced a decrease in percentage change of vehicle presence of 29.2%, 36.3%, 37.7%, 23.7% and 40.9%, respectively. Furthermore, on-street level analysis of Princess Theatre zone, Lonsdale Street, Exhibition Street, Spring Street, and Little Bourke Street parking bays indicated a decrease in percentage change of vehicle presence of 38.7%, 56.4%, 12.6%, and 35.1%, respectively. In conclusion, future potential policymaking frameworks are discussed that could provide further guidance in stipulating epidemic prevention and control policies, particularly in relation to parking regulations during the pandemic.
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5

Lieske, Scott N., Ryan van den Nouwelant, Jung Hoon Han, and Christopher Pettit. "A novel hedonic price modelling approach for estimating the impact of transportation infrastructure on property prices." Urban Studies 58, no. 1 (November 20, 2019): 182–202. http://dx.doi.org/10.1177/0042098019879382.

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Анотація:
Hedonic estimations of the effect of transport infrastructure on property prices vary widely. This high variability demonstrates a deficit in our understanding of these relationships, limits the utility of econometrics for the valuation of urban property markets, and limits the development and implementation of effective and fair market-based policy tools. Several avenues may lead to improved consistency: re-consideration of accessibility, inclusion of urban design characteristics, assessment of spatial dependence and spatial heterogeneity, and consideration of geographic scale. This paper outlines the rationale and opportunities for inclusion of, and presents empirical tests for, these assertions using a case study in western Sydney, Australia. Results show a number of urban design characteristics to be significant determinants of residential property price. Street connectivity and higher density in areas surrounding residences negatively impact price, higher density close to train stations positively impacted price in one model. Park-and-ride stations led to decreases in property values. Smaller study area results indicate a nonlinear relationship between distance to train station and property price and a disamenity impact for residences within 400 m of train stations. Relative accessibility measured as frequency of peak hour trains is a significant and positive determinant of price in the larger study area. Incorporation of a price trend surface and estimation using a spatial error model reduce the extent to which spatial autocorrelation overstates the effect of a train station on prices. These conceptual and empirical improvements further develop our understanding of the effect of transport infrastructure on property values.
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6

Wong, P., D. Leung, and J. Lai. "Public-Private Partnerships for Transit-Oriented Development: a case study on the potential of Hobart, Australia." IOP Conference Series: Earth and Environmental Science 1101, no. 5 (November 1, 2022): 052016. http://dx.doi.org/10.1088/1755-1315/1101/5/052016.

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Abstract Transit-Oriented Development (TOD) has been popular for urban development, especially for cities with transport network expansion. While TOD has been proved effective in facilitating mass transportation and making optimal use of property development, it is hardly a one-stop development strategy for solving issues such as traffic congestion. In this study, the city of Hobart is investigated with reference to the TOD metrics and experiences of public-private partnership (PPP). Hobart authorities have attempted to provide better living and working conditions while facing the problems of economic development and traffic congestion. The TOD metrics are proposed for application at different stages: (1) Travel Behaviour, (2) The Local Economy, (3) The Natural Environment, (4) The Built Environment, (5) The Social Environment, and (6) The Policy Context. Based on a literature review, a set of PPP metrics is proposed for the Hobart’s potential TOD framework. Drawn from on-site observations, key transport issues of Hobart are examined with the application of the PPP and TOD metrics. The results of this study could serve as a reference for regional cities in formulating their TOD strategies via PPP.
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7

Qi, Yanmin, Zuduo Zheng, and Dongyao Jia. "Exploring the Spatial-Temporal Relationship between Rainfall and Traffic Flow: A Case Study of Brisbane, Australia." Sustainability 12, no. 14 (July 11, 2020): 5596. http://dx.doi.org/10.3390/su12145596.

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Анотація:
The impact of inclement weather on traffic flow has been extensively studied in the literature. However, little research has unveiled how local weather conditions affect real-time traffic flows both spatially and temporally. By analysing the real-time traffic flow data of Traffic Signal Controllers (TSCs) and weather information in Brisbane, Australia, this paper aims to explore weather’s impact on traffic flow, more specifically, rainfall’s impact on traffic flow. A suite of analytic methods has been applied, including the space-time cube, time-series clustering, and regression models at three different levels (i.e., comprehensive, location-specific, and aggregate). Our results reveal that rainfall would induce a change of the traffic flow temporally (on weekdays, Saturday, and Sunday and at various periods on each day) and spatially (in the transportation network). Particularly, our results consistently show that the traffic flow would increase on wet days, especially on weekdays, and that the urban inner space, such as the central business district (CBD), is more likely to be impacted by inclement weather compared with other suburbs. Such results could be used by traffic operators to better manage traffic in response to rainfall. The findings could also help transport planners and policy analysts to identify the key transport corridors that are most susceptible to traffic shifts in different weather conditions and establish more weather-resilient transport infrastructures accordingly.
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8

Koohsari, Mohammad Javad, Takemi Sugiyama, Andrew T. Kaczynski, and Neville Owen. "Associations of Leisure-Time Sitting in Cars With Neighborhood Walkability." Journal of Physical Activity and Health 11, no. 6 (August 2014): 1129–32. http://dx.doi.org/10.1123/jpah.2012-0385.

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Background:Too much sitting, including time spent sitting in cars, is associated with poor health outcomes. Identifying the built-environment attributes that may reduce vehicular sitting time can inform future initiatives linking the public health, urban design, and transportation sectors.Methods:Data collected in 2003–2004 from adult residents (n = 2521) of Adelaide, Australia were used. Logistic regression analyses examined associations of prolonged time spent sitting in cars during leisure time (30 min/day or more) with neighborhood walkability and its components (dwelling density; intersection density; land use mix; net retail area ratio).Results:Lower overall walkability was significantly associated with a higher odds (OR = 1.43, 95% CI: 1.21–1.70) of spending prolonged time in cars. For analyses with walkability components, lower net retail area ratio, lower residential density, and lower intersection density were significantly associated with prolonged sitting in cars.Conclusion:This study found that residents of high walkable neighborhoods tended to spend less time sitting in cars. In particular, higher net retail area ratio, an indicator of tightly spaced commercial areas, was strongly associated with less time in cars. Policy and planning initiatives to reduce car use require further evidence, particularly on the influence of neighborhood retail areas.
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9

Ji, Xiaofeng, Haotian Guan, Mengyuan Lu, Fang Chen, and Wenwen Qin. "International Research Progress in School Travel and Behavior: A Literature Review and Bibliometric Analysis." Sustainability 14, no. 14 (July 20, 2022): 8857. http://dx.doi.org/10.3390/su14148857.

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A deep understanding of school travel mode can help policymaking related to the optimization of the school travel structure, alleviating urban traffic congestion due to the increasingly prominent phenomenon of urban sprawl. However, existing studies in this field are based on a specific research perspective, and comprehensive reviews are rather limited. Therefore, this study aims to provide an in-depth, systematic review of school travel by using bibliometric analysis. Firstly, based on the Web of Science, TRID, ScienceDirect, and MEDLINE databases, 457 studies about school travel are selected from between 1996 and 2021. Secondly, utilizing bibliometric analysis, the research progress is summarized with emphasis on the annual performance of the literature, publication status of a country or region, literature source institutions, keywords of the literature, and co-citation network analysis. The research results show that (1) the United States, Canada, and Australia rank top in the number of studies on school travel, and they also have high citation frequency and connection strength. (2) This study collects studies published in 34 journal publications, and the “Journal of Transport & Health” is the main source for publishing research. (3) The choice of school travel mode is significantly affected by individual characteristics, family conditions, and social status. The built environment and parental factors play a leading role in students’ active travel to school, and independent mobility and active transport contribute to students’ healthy development. However, policy planning is necessary to further improve the transportation infrastructure sustainability and school route safety. (4) Finally, several promising directions and potential limitations are discussed for developing countries based on the research progress in developed economies.
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10

Patel, Raj, Marc Tennant, and Estie Kruger. "Understanding the role of the public transport network in the greater Sydney area in providing access to dental care." Australian Health Review 43, no. 6 (2019): 628. http://dx.doi.org/10.1071/ah18046.

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Objective The aim of this study was to examine the spatial accessibility of the aged and older adult population of the greater Sydney region to the bus public transport network, and the proximity of this transportation route to public and private dental services. Methods This study used geographic information systems (GIS) to examine, at a population level, the spatial accessibility of the public transport network and dental provider locations. The prime focus of the present study was on the aging population residing within 50 km of the General Post Office of metropolitan Sydney. Retirees (aged ≥65 years) and older adults (aged ≥85 years) were the two subsets of the aging population. Results Sydney’s bus network is currently supplying bus transport to both older and disadvantaged groups, facilitating the needs of more than half a million older people. Regardless of socioeconomic status, 12% of the entire population, 11.5% of retirees and 10.8% of older adults resided 500 m away from accessible medium-frequency bus stops. Approximately 40% of the overall population consisted of people of lower socioeconomic status living within 500 m of a medium-frequency bus stop, whereas 60% of the population were of a high socioeconomic status and lived within 500 m of a medium-frequency bus stop. Conclusion Metropolitan Sydney has a transport system that is substantial and robust, and appears to offer relatively similar spatial accessibility for all socioeconomic groups. This system is an example of great urban planning, where the distribution of bus stops is evenly positioned in both high-density areas and areas of low socioeconomic status. What is known about the topic? Older adults and disadvantaged people suffer from higher levels of dental disease compared with the rest of the population. Older adults and disadvantaged people are more likely to rely on public transport to access healthcare services, including dental care. The Australian population is aging rapidly. What does this paper add? Although a previous study examined the accessibility to services via the train network, this is the first analysis of the spatial accessibility to dental services via the bus network in Sydney. Most older adults and disadvantaged people in Sydney enjoy acceptable spatial access to the public transport network, and thereby to dental practices. Urban planning, in terms of determining healthcare service locations and the public transport network, needs to consider the distribution of older adults and disadvantaged populations. What are the implications for practitioners? Practitioners are more likely to attract older adult patients to their practices or clinics if these are located within easy access to the public transport network.
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11

Nash, C. A. "Rail policy and performance in Australia." Transport Reviews 5, no. 4 (October 1985): 289–300. http://dx.doi.org/10.1080/01441648508716608.

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12

Béland, Daniel. "Developing sustainable urban transportation." International Journal of Sociology and Social Policy 34, no. 7/8 (July 8, 2014): 545–58. http://dx.doi.org/10.1108/ijssp-07-2013-0072.

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Purpose – Shedding light on urban transportation and, more specifically, the contemporary development of “smart” bikesharing systems (i.e. short-term bicycle rental services), the purpose of this paper is to focus on Montreal's bikesharing experiment. Known as BIXI (a contraction of the words BIcycle and taXI) since its inception in 2009, this system has been exported to other cities around the world, making it especially relevant for the analysis of this innovative and sustainable form of urban mobility. Design/methodology/approach – By tracing the policy history of BIXI and the current political debate about its future while using a framework focusing on the role of ideas in public policy, the paper directly contributes to the literature on the growing role of bicycles in sustainable urban transportation. The qualitative analysis is based on a systematic review of government documents and BIXI-related articles published in the Montreal French- and English-language press. To complement this analysis and provide information about behind-the-lesson drawing processes leading to the creation of BIXI, six semi-structured interviews were conducted with officials in charge of bikesharing policy in Montreal, as well as in Boston and London, England, two cities that have adopted (and adapted) the BIXI model. Findings – This analysis stresses the role of lesson drawing and framing processes in the development of Montreal's bikesharing system. While it is clear that the technological and policy developments of BIXI illustrate systematic and positive lesson drawing, on the framing and public relations side, the Montreal experiment suggests it is politically risky to boost public expectations about the potential costs of bikesharing systems for taxpayers. In addition to their innovative and sustainable contributions to urban transportation and pro-bike strategies, bikesharing systems are public investments that are not necessary free of costs for taxpayers. Framing these systems as public investments rather than a “free ride” for taxpayers would be a more accurate, and potentially effective, way to promote their development in the context of the current push for sustainable transportation policy in cities around the world. Originality/value – What this paper offers is a sociological perspective on an emerging and important policy issue, through an original combination of lesson drawing and framing perspectives on policy development. Montreal's BIXI is one of the most discussed (and exported) bikesharing systems around the world, and this is the first detailed policy analysis devoted to its genesis and politics.
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13

Mees, Paul. "Urban transport policy paradoxes in Australia." World Transport Policy and Practice 1, no. 1 (January 1, 1995): 20–24. http://dx.doi.org/10.1108/13527619510075639.

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14

Lois, David, and Mercedes López-Sáez. "Attitudes towards diverse urban transportation policy actions." Psyecology 3, no. 2 (January 2012): 217–27. http://dx.doi.org/10.1174/217119712800337792.

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15

Scrafton, Derek, and David Starkie. "Transport policy and administration in Australia: issues and frameworks." Transport Reviews 5, no. 2 (April 1985): 79–98. http://dx.doi.org/10.1080/01441648508716587.

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16

Singh, Jayati, Harivansh Kumar Chaudhary, and Akash Malik. "A Review on Indias Urban Transportation." International Journal for Research in Applied Science and Engineering Technology 10, no. 10 (October 31, 2022): 408–14. http://dx.doi.org/10.22214/ijraset.2022.47005.

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Abstract: Traffic congestion, pollution, and road accidents are all challenges that have arisen as a result of India's growing population and vehicle ownership. The transportation industry is an important part of the nation's economy, but also contributes significantly to climate change. Many transportation plans ultimately lead to fixing the climate change problem in order to attain sustainable mobility since climate change is a global hazard. India, like other nations across the world, is investing greater effort into sustainable mobility through different governmental measures.This article examines the major transportation issues that India faces, as well as how the Indian government's transport industry policy initiatives for cities have developed since independence. Motorisation is inextricably linked to urbanisation. Both motorisation and urbanisation complement each other. The influence of NMT on urban transportation is likewise directly related to its growing pace. The difficulties and inadequacies in existing policies are explored, as well as potential policy frameworks. According to this survey, most government policy efforts have yet to achieve the desired degree of success. The absence of monitoring, complicated institutional capacity and urban governance, uneven land allocation, and ineffective overall growth and movement plans are all contributing factors.Due to the continuing COVID-19 situation, the urban transportation scene is expected to shift dramatically. Travellers' mobility preferences are likely to be affected by increasing risks that come with congested settings paired with social distancing techniques in public and shared transportation. With the increased usage of e-services, urban freight demands may also shift.
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17

Winston, Clifford. "Efficient Transportation Infrastructure Policy." Journal of Economic Perspectives 5, no. 1 (February 1, 1991): 113–27. http://dx.doi.org/10.1257/jep.5.1.113.

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This paper offers a perspective on paying for and investing in the transportation infrastructure. The following example illustrates the need to move away from the current national mind set. Pick any pothole-laden, congested two-lane road in an urban area. Suppose public funds are used to widen the road to four lanes and to repave it. Benefits will immediately flow from this investment in the form of lower travel time and less vehicle damage, but before long, the road will again fill to capacity and deteriorates. This cycle can be broken only if infrastructure is priced and invested in more efficiently. If the pothole-laden road is kept to two lanes when it is repaved but vehicles are required to pay efficient tolls based on congestion and pavement wear, then the road's capacity is far less likely to be exceeded during peak periods and its pavement will remain in good condition. Making efficient use of current transportation capacity will reduce the need for massive public investment in airports and roads and will prevent the recurrence of infrastructure problems.
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18

Dijst, Martin. "Spatial policy and passenger transportation." Netherlands Journal of Housing and the Built Environment 12, no. 1 (March 1997): 91–111. http://dx.doi.org/10.1007/bf02502625.

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19

Wirth, Clifford J. "Transportation Policy in Mexico City." Urban Affairs Review 33, no. 2 (November 1997): 155–81. http://dx.doi.org/10.1177/107808749703300201.

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20

Quak, H. J. (Hans), and M. (René) B. M. de Koster. "Delivering Goods in Urban Areas: How to Deal with Urban Policy Restrictions and the Environment." Transportation Science 43, no. 2 (May 2009): 211–27. http://dx.doi.org/10.1287/trsc.1080.0235.

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21

Michael Hall, C., and Christopher Hamon. "Casinos and Urban Redevelopment in Australia." Journal of Travel Research 34, no. 3 (January 1996): 30–36. http://dx.doi.org/10.1177/004728759603400305.

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22

Small, Kenneth A. "Economics and urban transportation policy in the United States." Regional Science and Urban Economics 27, no. 6 (November 1997): 671–91. http://dx.doi.org/10.1016/s0166-0462(96)02166-7.

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23

Gifford, Jonathan L. "Adaptability and flexibility in urban transportation policy and planning." Technological Forecasting and Social Change 45, no. 2 (February 1994): 111–17. http://dx.doi.org/10.1016/0040-1625(94)90088-4.

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24

Bray, David J., Michael A. P. Taylor, and Derek Scrafton. "Transport policy in Australia—Evolution, learning and policy transfer." Transport Policy 18, no. 3 (May 2011): 522–32. http://dx.doi.org/10.1016/j.tranpol.2010.10.005.

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25

Dock, Stephanie, Ryan Westrom, Kevin Lee, and Burak Cesme. "Advancing Urban Multimodal Transportation System Performance Management." Transportation Research Record: Journal of the Transportation Research Board 2646, no. 1 (January 2017): 17–27. http://dx.doi.org/10.3141/2646-03.

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Анотація:
As in many cities, congestion in Washington, D.C., is one of the top concerns of residents, businesses, travelers, and policy makers. Monitoring and communicating system performance from a mobility perspective is challenging, particularly when dealing with the multimodal nature of travel in urban areas. The District Department of Transportation has identified a set of performance measures for multimodal mobility—including congestion—that are based on available data and is making these metrics available to the public and to policy makers through an innovative visualization tool. The study’s approach, measures, and visualization component provide a model for other jurisdictions to consider adopting when seeking to better understand and convey the challenges, opportunities, and interdependencies of multimodal travel.
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26

Kaza, Nikhil. "Urban form and transportation energy consumption." Energy Policy 136 (January 2020): 111049. http://dx.doi.org/10.1016/j.enpol.2019.111049.

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27

Kang†, Yeong‐il. "The development of urban bus regulatory policy in Korea reviewed." Transport Reviews 15, no. 4 (October 1995): 357–70. http://dx.doi.org/10.1080/01441649508716925.

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28

Ison, Stephen, Greg Marsden, and Anthony D. May. "Transferability of urban transport policy." Transport Policy 18, no. 3 (May 2011): 489–91. http://dx.doi.org/10.1016/j.tranpol.2010.10.003.

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29

Karjalainen, Linda, and Sirkku Juhola. "Framework for Assessing Public Transportation Sustainability in Planning and Policy-Making." Sustainability 11, no. 4 (February 16, 2019): 1028. http://dx.doi.org/10.3390/su11041028.

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Анотація:
Transportation plays a key role in urban sustainability planning and urban greenhouse gas emission reductions. Globally, cities have established sustainability agendas and policies to guide the shift from traditional private automobile dependent transportation systems towards an increased use of public transportation, cycling, and walking. While the surrounding physical urban form and governance structures condition public transportation services, there are also many other factors to consider when discussing sustainability. As such, comprehensive planning and policy-oriented assessment frameworks that are independent of local conditions are still largely missing in literature. This paper presents a Public Transportation Sustainability Indicator List (PTSIL) that provides a platform for an integrated assessment of environmental, economic, and social dimensions of sustainability through an indicator-based approach. To demonstrate its use, the PTSIL is applied to analyze the policy documents of public transportation agencies in Helsinki, Finland, and Toronto, Canada. The results show that while both cities achieve relatively high scores in all dimensions, there is still high variability among individual indicators. The PTSIL presents a missed stepping stone between descriptive definitions of transportation sustainability and case specific sustainability performance assessments, offering an opportunity within the planning and policy-making sectors to review, assess, and develop public transportation services comprehensively.
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30

Wang, M.-Z., and J. R. Merrick. "Urban forest corridors in Australia: Policy, management and technology." Natural Resources Forum 37, no. 3 (June 25, 2013): 189–99. http://dx.doi.org/10.1111/1477-8947.12021.

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31

Ludlam, Scott. "Whether or Not Australia Needs a National Urban Policy." Urban Policy and Research 31, no. 3 (September 2013): 261–64. http://dx.doi.org/10.1080/08111146.2013.832846.

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32

Rabinovitch, Jonas. "A sustainable urban transportation system." Energy for Sustainable Development 2, no. 2 (July 1995): 11–18. http://dx.doi.org/10.1016/s0973-0826(08)60119-2.

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33

Johnston, Robert A., Mark A. DeLuchi, Daniel Sperling, and Paul P. Craig. "Automating Urban Freeways: Policy Research Agenda." Journal of Transportation Engineering 116, no. 4 (July 1990): 442–60. http://dx.doi.org/10.1061/(asce)0733-947x(1990)116:4(442).

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34

Bae, Chang-Hee Christine, and Yaourai Suthiranart. "Policy options towards a sustainable urban transportation strategy for Bangkok." International Development Planning Review 25, no. 1 (March 2003): 31–51. http://dx.doi.org/10.3828/idpr.25.1.2.

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35

Timilsina, G. R., and H. B. Dulal. "Urban Road Transportation Externalities: Costs and Choice of Policy Instruments." World Bank Research Observer 26, no. 1 (June 3, 2010): 162–91. http://dx.doi.org/10.1093/wbro/lkq005.

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36

Coombe, R. D. "Urban transport policy development: two case studies in the Middle East." Transport Reviews 5, no. 2 (April 1985): 165–88. http://dx.doi.org/10.1080/01441648508716592.

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37

Budiarti, Ratna, and Moh Nurhadi. "Gender Assessment in Urban Transportation Case Study: Semarang City, Indonesia." Indonesian Journal of Planning and Development 2, no. 1 (February 27, 2017): 39. http://dx.doi.org/10.14710/ijpd.2.1.39-50.

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Анотація:
What and why transportation, climate change, and gender are connected? What is the implication of transportation policy, program and plan (PPP) to gender equality and vice versa? This article aimed to construct it in the context of urban transportation in Semarang City where transportation contributes more than 50% of GHG emissions. This research investigated the relation of transportation, climate change, and gender by interviewing and exploring transportation users through a multistage random sampling. The respondents are divided into urban zones namely inner, suburb, and outskirt with a balanced number of men and women respondents in order to give equal information. The results showed three interesting findings. First, women and men have different travel patterns. Women’s preference for travelling implies more efficient energy consumption. Second, women have a higher dependency on public transport than men due to their limited transportation access (ownership and use). At the household level, men have a dominant role in determining transportation mode, type, and ownership of private vehicles. It influences the choice of transportation mode and the way women ride vehicle. Third, the differences of travel pattern and transportation between men and women implied to GHG emissions contribution. Participation of women in the design of transportation policy, program, and the plan will give a better impact on the transportation system and climate change as well as for women access to transportation.
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38

Budiarti, Ratna, and Moh Nurhadi. "Gender Assessment in Urban Transportation Case Study: Semarang City, Indonesia." Indonesian Journal of Planning and Development 2, no. 1 (February 27, 2017): 39. http://dx.doi.org/10.14710/ijpd.2.1.40-51.

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Анотація:
What and why transportation, climate change, and gender are connected? What is the implication of transportation policy, program and plan (PPP) to gender equality and vice versa? This article aimed to construct it in the context of urban transportation in Semarang City where transportation contributes more than 50% of GHG emissions. This research investigated the relation of transportation, climate change, and gender by interviewing and exploring transportation users through a multistage random sampling. The respondents are divided into urban zones namely inner, suburb, and outskirt with a balanced number of men and women respondents in order to give equal information. The results showed three interesting findings. First, women and men have different travel patterns. Women’s preference for travelling implies more efficient energy consumption. Second, women have a higher dependency on public transport than men due to their limited transportation access (ownership and use). At the household level, men have a dominant role in determining transportation mode, type, and ownership of private vehicles. It influences the choice of transportation mode and the way women ride vehicle. Third, the differences of travel pattern and transportation between men and women implied to GHG emissions contribution. Participation of women in the design of transportation policy, program, and the plan will give a better impact on the transportation system and climate change as well as for women access to transportation.
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39

Kärmeniemi, Mikko, Tiina Lankila, Emilia Rönkkö, Kari Nykänen, Heli Koivumaa-Honkanen, and Raija Korpelainen. "Active transportation policy and practice in the city of Oulu from 1998 to 2016—A mixed methods study." Journal of Transport and Land Use 15, no. 1 (November 2, 2022): 691–708. http://dx.doi.org/10.5198/jtlu.2022.2034.

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Land use and transportation policies have been recognized globally as major sources of physical inactivity, but there has been a gap between research and policy implementation. Our objective for this research was to produce an integrated view of community planning policies and the association between urban form characteristics and transportation mode choices in the city of Oulu from 1998 to 2016. Our findings showed that increasing density and diversity of the urban form, emphasizing active transportation, and developing the city center were highlighted in the community and transportation planning policies. In practice, urban form development focused on the inner city, but in the outer urban area and urban fringe, sprawl and car dependency increased. Overall, the active transportation mode share decreased by 2 percentage points during the follow-up, but increases in density, mix and access networks were associated with increased walking and cycling compared to car use. In conclusion, no consensus was established in Oulu to limit the dominance of private motor vehicles. Decreased active transportation mode share might have been due to inadequately assessed functional mix outside the inner city, increased urban sprawl and building more capacity for cars. In the future, stronger political leadership, increased density, better access to nearby services combined with investments in public transportation will be required to meet the policy goals.
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40

Hensher, David A., and Nariida C. Smith. "A structural model of the use of automobiles by households: a case study of urban Australia." Transport Reviews 6, no. 1 (January 1986): 87–111. http://dx.doi.org/10.1080/01441648608716619.

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41

Iftekhar, Sayed, and Sorada Tapsuwan. "Review of transportation choice research in Australia: Implications for sustainable urban transport design." Natural Resources Forum 34, no. 4 (November 2010): 255–65. http://dx.doi.org/10.1111/j.1477-8947.2010.01310.x.

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42

Buys, Laurie, Stephen Snow, Kimberley van Megen, and Evonne Miller. "Transportation behaviours of older adults: An investigation into car dependency in urban Australia." Australasian Journal on Ageing 31, no. 3 (February 1, 2012): 181–86. http://dx.doi.org/10.1111/j.1741-6612.2011.00567.x.

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43

Pujiati, Amin, Dyah Maya Nihayah, Prasetyo Ari Bowo, and Fauzul Adzim. "Towards Sustainable Transportation in Urban Areas: A Case Study." International Journal of Sustainable Development and Planning 17, no. 4 (July 27, 2022): 1285–96. http://dx.doi.org/10.18280/ijsdp.170426.

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This study aims to develop a sustainable transportation development strategy in Semarang City. Collecting data using interviews, and questionnaires. Source of data from keyperson with purposive sampling technique. Keypersons consist of the Head of Sub-Division of Transportation and Water Resources Planning, Expert Staff of Transportation and Water Resources Planning, Head of Pollution Control and Environmental Conservation Division of the Environment Service, Operational Manager of Trans Semarang BRT, Expert Staff of the Public Service Agency of the Regional Technical Implementation Unit (UPTD). BRT Trans Semarang, Civil Engineering Lecturer in the Transportation Sector. Data were then analyzed using the Analytical Hierarchy Process (AHP) technique. The findings revealed that the development of transportation system facilities and infrastructure is the top priority for policy. The second priority is improving environmental quality and Government policy turns out to be the next strategic priority. The practical significance of this research is that the determination of strategic priorities can be applied to other cities that have characteristics as metropolitan cities and have a commitment to carry out sustainable transportation in order to achieve effective and optimal results.
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44

Hu, Yaqi, and Yingzi Chen. "Coupling of Urban Economic Development and Transportation System: An Urban Agglomeration Case." Sustainability 14, no. 7 (March 23, 2022): 3808. http://dx.doi.org/10.3390/su14073808.

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Urban agglomeration is a new carrier of regional economic development, whose spatial structure can be reflected by the transportation system. The coordination between urban economic development and the transportation system is conducive to promoting balanced urban economic development. As an important urban cluster of China, the Harbin-Changchun urban agglomeration plays an important role in promoting the revitalization of northeast China. Targeting 11 cities of the Harbin-Changchun urban agglomeration, this paper adopts the coupling coordination degree model to study the coordination level of urban economic development and the transportation system. The results show that large differences exist among the cities, with Changchun at the outstanding position. A more developed transportation system exists in the western Harbin-Changchun urban agglomeration, while the east is in a worse condition. The coupling coordination degree of the urban economic development and transportation system shows obvious stratification. Further adjusting the industrial structure, expanding the degree of opening to the outside world, and increasing investment in transportation technological innovation are recommended to promote an integrated development pattern in the Harbin-Changchun urban agglomeration.
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45

Ng, Wei-Shiuen. "Urban Transportation Mode Choice and Carbon Emissions in Southeast Asia." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 2 (September 21, 2018): 54–67. http://dx.doi.org/10.1177/0361198118797213.

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Cities are growing differently across the world, even within the same region, and presenting different transportation trends and challenges. Existing transportation services and travel behavior are some of the key variables shaping future transportation trends and carbon emissions projections. This study uses five developing cities in Southeast Asia to illustrate how different policy scenarios can help cities achieve more sustainable transportation development. Cities in Southeast Asia encompass distinctive characteristics, such as a wide range of transportation alternatives, often in the form of informal transit, and although they are not growing as rapidly as Chinese or Indian cities, their levels of transportation emissions have been increasing consistently. This study examines how different policies and measures will affect transportation mode choice and carbon emissions through the construction of mode choice models and the application of three policy scenarios. Carbon emissions can be reduced by as much as 93% in 2050 if cities implement a combination of land use planning changes, public transportation development, and economic policies for a modal shift to more energy efficient mode choices. Such policies and measures will therefore be able to contribute to city level climate goals or national climate targets.
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46

Chiara, Giacomo Dalla, Lynette Cheah, Carlos Lima Azevedo, and Moshe E. Ben-Akiva. "A Policy-Sensitive Model of Parking Choice for Commercial Vehicles in Urban Areas." Transportation Science 54, no. 3 (May 2020): 606–30. http://dx.doi.org/10.1287/trsc.2019.0970.

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Understanding factors that drive the parking choice of commercial vehicles at delivery stops in cities can enhance logistics operations and the management of freight parking infrastructure, mitigate illegal parking, and ultimately reduce traffic congestion. In this paper, we focus on this decision-making process at large urban freight traffic generators, such as retail malls and transit terminals, that attract a large share of urban commercial vehicle traffic. Existing literature on parking behavior modeling has focused on passenger vehicles. This paper presents a discrete choice model for commercial vehicle parking choice in urban areas. The model parameters were estimated by using detailed, real-world data on commercial vehicle parking choices collected in two commercial urban areas in Singapore. The model analyzes the effect of several variables on the parking behavior of commercial vehicle drivers, including the presence of congestion and queueing, attitudes toward illegal parking, and pricing (parking fees). The model was validated against real data and applied within a discrete-event simulation to test the economic and environmental impacts of several parking measures, including pricing strategies and parking enforcement.
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47

May, A. D., A. F. Jopson, and B. Matthews. "Research challenges in urban transport policy." Transport Policy 10, no. 3 (July 2003): 157–64. http://dx.doi.org/10.1016/s0967-070x(03)00039-8.

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48

Nourmohammadi, Fatemeh, Mohammadhadi Mansourianfar, Sajjad Shafiei, Ziyuan Gu, and Meead Saberi. "An Open GMNS Dataset of a Dynamic Multi-Modal Transportation Network Model of Melbourne, Australia." Data 6, no. 2 (February 19, 2021): 21. http://dx.doi.org/10.3390/data6020021.

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Simulation-based dynamic traffic assignment models are increasingly used in urban transportation systems analysis and planning. They replicate traffic dynamics across transportation networks by capturing the complex interactions between travel demand and supply. However, their applications particularly for large-scale networks have been hindered by the challenges associated with the collection, parsing, development, and sharing of data-intensive inputs. In this paper, we develop and share an open dataset for reproduction of a dynamic multi-modal transportation network model of Melbourne, Australia. The dataset is developed consistently with the General Modeling Network Specification (GMNS), enabling software-agnostic human and machine readability. GMNS is a standard readable format for sharing routable transportation network data that is designed to be used in multimodal static and dynamic transportation operations and planning models.
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49

Wolf, Kathleen, and Nicholas Bratton. "Urban Trees and Traffic Safety: Considering U.S. Roadside Policy and Crash Data." Arboriculture & Urban Forestry 32, no. 4 (July 1, 2006): 170–79. http://dx.doi.org/10.48044/jauf.2006.023.

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In the mid to late 20th century, U.S. transportation agencies focused on traffic planning and design practices intended to achieve high levels of traffic capacity and safety for roads at lowest cost. Intangible values of the roadside such as community character and environmental systems were often overlooked, including the urban forest. Context Sensitive Solutions is a U.S. national policy intended to better incorporate local community values into transportation planning processes and products. The starting point for community-based roadside design is adequate research. This study analyzed national traffic collision data to address concerns about urban trees and traffic safety, including crash incidence and severity. Distinctions of urban and rural conditions were explored using descriptive, comparative, and predictive analysis methods. The findings acknowledge the serious consequences of tree crashes but distinguish urban/rural situations. Circumstances of tree crashes in urban settings are not well understood. Conclusions address future applications of flexible transportation design. The clear zone philosophy has been widely applied in rural settings but may need modification to better incorporate community values in urban design. Future research needs include testing of trees as a mitigation technology in safe roadside design and risk assessment as a community expression of value.
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50

Wilmoth, David. "POST-WAR DEVELOPMENT OF URBAN AND REGIONAL POLICY IN AUSTRALIA." Australian Planner 26, no. 3 (September 1988): 29–31. http://dx.doi.org/10.1080/07293682.1988.9657388.

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