Transportation Studies

Each state in the U.S.A. is required to develop and maintain a risk-based transportation asset management plan for the National Highway System (NHS) to improve or preserve the condition of the assets and the performance of the system. Awareness of natural hazards and extreme weather events has also increased with recent catastrophic hurricanes, such as Matthew (October, 2016) and Harvey (August, 2017), which caused significant inland floods in Robeson County, North Carolina, and Houston, Texas, respectively. These recent events and the damage to transportation infrastructure has also focused attention on the resilience of transportation networks. However, an integrated, consistent, well-understood method to assess or quantify the resilience of transportation networks is still lacking. This paper reviews the relevant concepts, legislative requirements that link asset management, risk and resilience, and tools available to support risk-based asset management. Based on a review of the transportation asset management plans developed by 49 state departments of transportation in 2018 and 2019, the paper summarizes the approaches to the risk management section of these asset management plans and the role resilience plays. Opportunities to better integrate resilience into the risk-based asset management plans are then identified. Examples are presented that demonstrate the role of resilience-related technical performance measures that reflect decisions related to flooding in the various stages of the disaster cycle (preparedness, response, recovery, and mitigation).

This work is on the implementation of Diobu Layout plan of 1975 to 2018 with a view to examine if the actual spatial development in the area conforms to the prepared plan from the plan implementation perspective. Both primary and secondary sources of data were employed. The primary data were gotten via the use of direct observation; interview granted to selected key informants and ground trotting of existing development status of the area. The secondary date used included satellite imageries from both Landsat and Google. The result of the analysis revealed sharp deviation in development among the different land uses leading to amorphous and uncoordinated growth contrary to the Master plan prepared for it. These deviations can be understood in the context of rapid population, economic growth and response to market forces. Spatial expansion of Diobu settlement greatly precipitates the formation of new districts, changing the morphology of the area, thus posing serious concerns of urban threshold, but not without some consequences. The study advocates for stricter enforcement measures in line with existing development control legislations and regulations. Ensuring that development complies with land use regulations therefore requires periodic and regular field visits and/or site inspections. This is the only practical way to ensure that proposed development in Diobu conforms to stipulated guidelines for urban development planning of the area.

Από το 2010 μέχρι και το 2015, όλα πάνε από το κακό στο χειρότερο στις δημόσιες συγκοινωνίες: Λεωφορεία, τρόλεϊ, οχηματοχιλιόμετρα, επιβάτες, χιλιομετρικό δίκτυο, αριθμός γραμμών, μέχρι και ο αριθμός των στάσεων μειώθηκε Μέσα Μαζικής Μεταφοράς: απαξίωση-ιδιωτικοποίηση, μια στάση δρόμος Μείωση δρομολογίων, ατελείωτες ουρές στις στάσεις, γερασμένος στόλος, υπερεντατικοποίηση της εργασίας, ακριβό εισιτήριο, εκρήξεις στις μηχανές εν κινήσει λεωφορείων γεμάτων κόσμο, όπως αυτή που συνέβη την 1η Δεκεμβρίου στη γραμμή 608, και στο βάθος ιδιωτικοποίηση… Αυτή είναι σε αδρές γραμμές η… εκρηκτική κατάσταση που επικρατεί στις δημόσιες συγκοινωνίες του λεκανοπεδίου. Η απαξίωση αποκαλύπτεται από ορισμένα αντιπροσωπευτικά μεγέθη που περιλαμβάνονται στον πίνακα. Εν συντομία από το 2010 μέχρι και το 2015, που είναι η τελευταία χρονιά για την οποία έχει δημοσιευθεί Έκθεση Πεπραγμένων της διοίκησης στην ιστοσελίδα του Οργανισμού Αστικών Συγκοινωνιών Αθήνας, όλα πάνε από το κακό στο χειρότερο: Λεωφορεία, τρόλεϊ, οχηματοχιλιόμετρα, επιβάτες, χιλιομετρικό δίκτυο, αριθμός γραμμών, μέχρι και ο αριθμός των στά-σεων μειώθηκε! Η υποβάθμιση του συγκοινωνιακού έργου δεν θα είχε τόσο έντονο αρνητικό κοινωνικό αντίκτυπο, αν συνέβαινε σε μια εποχή ανόδου των λαϊκών εισοδημάτων, όταν αυξάνονται οι πωλήσεις αυτοκινήτων ιδιωτικής χρήσης και μοτοσικλετών. Τα χρόνια των μνημονίων όμως, οι πωλήσεις νέων ΙΧ σημείωσαν μεγάλη κάμψη, οι οικογένειες πούλησαν το επιπλέον αυτοκίνητο με το οποίο εξυπηρετείτο το δεύτερο εργαζόμενο μέλος της οικογένειας, μείωσαν τη χρήση του αυτοκινήτου για λόγους οικονομίας κι έτσι η ανάγκη για αξιόπιστη δημόσια συγκοινωνία αυξήθηκε κατακόρυφα. Μαζί και το αίτημα καλύτερης γεωγραφικής κάλυψης και συχνότητας των Μέσων Μαζικής Μεταφοράς. Και αυτήν ακριβώς την περίοδο το «μικρότερο κράτος» των μνημονίων ήρθε να συρρικνώσει το συγκοινωνιακό έργο και να αυξήσει την 1η Φεβρουαρίου 2016 την τιμή του εισιτηρίου από 1,20 ευρώ σε 1,40!

This article views Dar es Salaam demographic and economic transformation through the lens of toponomy, the study of place names. Dar es Salaam toponomy is considered against the background of settlement expansion and the changing occupational character, mobility and moral economy of the city’s residents. Three historical periods are considered: the pre-colonial, German and British colonial periods and the post-colonial period. As the city population and settlement size expands, place names reflect the rising population density and the value transformation of city residents. The practical exigencies and anonymity of city life becomes increasingly apparent.

The concept of Sustainable Development has been applied to the various sectors operating in the environment, among which mobility is a determining factor, due to its influence on the emission of “greenhouse gases” and other pollutants into the atmosphere, for occupation of space and the disfigurement of landscapes, for energy consumption.
In recent decades, we have in fact reached a model of “hypermobility”, which has received numerous environmental criticisms, leading to reflect on the need to have “sustainable mobility”. A need now understood by the institutions, but not by the majority of the population, the citizens, who too often claim to move everywhere and free with their own private vehicle.
The definition of sustainable mobility suffered a sort of mismatch between intentions and reality.
With the continuous growth in the number of cars and motor vehicles, the problem began to emerge from the 1990s, especially in cities, where road congestion and polluting emissions are concentrated. The street, as a meeting place for citizens and children’s play, has become the prerogative of motorized vehicles, but it has also become the terror of parents regarding their children, who do not become autonomous, for example in going to school, just for the invasion of cars that circulate everywhere.
This article deals with the recent history of city mobility, with the analysis of statistical data, the adopted or desired policies, the mobility habits between the 20th and 21st centuries.

Cars: Accelerating the Modern World : The role of the car in shaping the world we live in today
Victoria and Albert Museum (Londres)

Une exposition qui interroge les différentes facettes de la civilisation automobile - de l'extraction des matières premières aux nouvelles technologies - pensée comme un véritable écosystème.

A mobilidade urbana consiste em um paradigma das cidades contemporâneas, sendo de grande importância nas discussões e formulações sobre o espaço social atual. O planejamento urbano e em
transportes, desse modo, aparece na linha de frente de políticas voltadas a solução e/ou construção de métodos capazes de resolver os problemas de logística e circulação das grandes cidades. Nas grandes
cidades brasileiras, os esforços mais recentes tem sido os de desenvolver planos diretores e projetos de infraestrutura viária e de transporte capazes de promover a integração e circulação dinâmicas, como é o caso de Belo Horizonte, com a implantação do Bus Rapid Transit MOVE. O presente trabalho, dessa maneira, teve como objetivo analisar a abrangência de tal modal de transporte na região central de
Belo Horizonte, epicentro dos fluxos de circulação, através da utilização do geoprocessamento e de análises espaciais envolvendo Sistemas de Informação Geográfica como ferramentas de suporte e análise. A metodologia desse trabalho consistiu na elaboração de Polígonos de Voronói, gerados a partir da menor distância da fonte geradora e/ou a partir de massa ponderada, como forma de analisar as áreas de influência dos Pontos de Embarque e Desembarque do MOVE na região central. Através dos polígonos gerados, fora possível realizar análises das abrangências do sistema no recorte estudado, com a produção de mapas temáticos. Conclui-se que existem disparidades entre os atendimentos realizados pelas linhas metropolitanas e municipais do sistema MOVE, além de setorizações da forma de atendimento a partir do fluxo e/ou itinerário, o que gera a necessidade de reformulações e/ou
reestruturações no modelo de gestão do sistema de transporte, bem como a utilização de metodologias como a proposta no planejamento realizado.

Bu çalışmanın amacı BİST Ulaştırma endeksi ile dolar endeksi ve petrol fiyatları arasındaki nedensellik ilişkisinin
ampirik olarak incelenmesidir. Çalışma kapsamında 03 Ocak 2000 – 24 Temmuz 2018 dönemi arasındaki
günlük veriler analize dâhil edilmiştir. Çalışmada söz konusu değişkenler arasındaki nedensellik ilişkisinin
ortaya çıkarılması amacıyla iki farklı nedensellik testi kullanılır. Bunlar; Granger nedensellik analizi ve Hatemi-J
(2012) asimetrik nedensellik analizidir. Çalışmanın ampirik bulguları, söz konusu değişkenler arasında hem
Granger nedensellik hem de asimetrik nedensellik ilişkisinin varlığına işaret etmektedir.

Much has been written on sustainability transitions, yet all around us unsustainable developments remain rife, and threaten to offset the progress made in other areas. This viewpoint argues that transitions scholarship should widen its scope to consider unsustainable trends, which it has tended to neglect to date. We argue that there is merit in applying the transitions lens to these developments, not least because of its systemic approach, which could help highlight the dynamic relationships between sustainable and unsustainable trends. We sketch some high-level questions for future transitions research including: how unsustainable trends emerge, who drives them, and how research could help to curtail harmful socio-technological changes before they become entrenched. We conclude by arguing that investigating unsustainable trends would benefit transitions research by making it more plural and more radical.

Encouraging multimodality as a tool to reduce exclusive car use is seen as a key ingredient of transport policies aimed at reducing greenhouse gases emissions, such as CO2. These policies are based on the assumption that increasing multimodality will contribute to a reduction in emissions. Yet, hardly any scientific attention has been paid to the empirical relationship between multimodality and CO2 emissions. This article addresses this unexplored question at both the individual and trip level using the English National Travel Survey. We find that the level of multimodality is only weakly associated with CO2 emissions. It is only when controlling for levels of travel activity (trip frequency, total distance travelled) that a moderate association in the expected direction is observed (i.e. that higher levels of multimodality correspond with lower CO2 emissions). This suggests that greater levels of travel activity among multimodals tend to offset the benefits derived from their more diverse modal choices. Similar patterns emerge from the trip-level analyses: higher emissions are found for (the typically longer) multimodal trips compared to unimodal trips, even when the only mode used is the car. However, for trips over similar distances, multimodal trips do have lower emissions. While there is merit in encouraging greater multimodality, this can hardly be the only or primary goal of climate mitigation policies in the transport sector. More attention needs to be paid to the key role of high levels of travel activity, and how these could be reduced.

2006. En el siglo XIX una idea que hoy podría resultar casi trivial cambió el mundo: colocar una máquina a vapor sobre ruedas y combinarla con un sistema de rieles. El ferrocarril ofreció un medio rápido, seguro y masivo de transporte de mercaderías y personas; cambió las escalas geográficas y productivas; amplió las comunicaciones y las cantidades intercambiadas. Desarrolló industrias (como la siderúrgica y la mecánica), incentivó mercados financieros (Wall Street, por ejemplo) y muy pronto los ferrocarriles se convirtieron no sólo en las mayores empresas nacionales sino en modelos de empresas capitalistas modernas. En la segunda mitad del siglo XIX comenzaron los intentos de traerlos a América Latina. Las vías del tren significaban progreso. Pero en términos menos grandilocuentes y más mundanos, también significaban nuevos negocios.

"La primera gran empresa de los argentinos. El ferrocarril del Oeste (1854-1862)" (Fondo de Cultura económica, 2006), de Jorge Schvarzer y Teresita Gómez, indaga los ocho años iniciales del Ferrocarril del Oeste (FCO), primera empresa ferroviaria argentina.

En ese momento el tren no se sumaba a un proceso tecnológico en marcha sino que lo iniciaba; no mejoraba el transporte sino que lo creaba. “Para llevar a cabo el ferrocarril había que crear una empresa (aunque, por entonces, se pensó en su forma jurídica antes que en los temas organizativos, que recién aparecerían mucho después), dominar la tecnología, forjar un camino sobre una ruta casi inexistente, desarrollar el tráfico y manejar una actividad cualitativamente diferente a lo habitual en el medio”. Aunque suene a fábula corporativa, el tren produjo todo un mundo nuevo. Desde telégrafos y sistemas de agua hasta nuevas formas de sociabilidad y ocio. Y claro: nuevos negocios.

To realize the full educational value of The Green Book requires seeing it as more than just an historical documentary source or a mere artifact from an earlier period. Inspired by the work of historical sociologist and geographer Adrian Evans, we stress the need to enliven the travel guide by recovering the seemingly ordinary details of how and where people traveled and interpreting these details as embodied human practices, lived experiences, and wider social and spatial systems of knowing and responding to racism. In particular, The Green Book was a way of creating and using a uniquely Black geographic knowledge of U.S. highways and communities beyond what one found in mainstream road maps and travel guides.

Some entities, members of the Ideological Superstructure, have the power to influence consumers taste and behavior. In doing so, fear has proven to be a very efficient tool to achieve their profit-seeking goals. The purpose of the thesis is to study fear as a market economy determinant and byproduct. I will follow an inductive analysis in which in Chapter 2 I will part from the individual and study how we shape our reservation prices. This chapter will be based on Witte’s (1992) study on fear appeal theory and her Extended Parallel Processing Model and also on Caplin’s (2002). Later on Chapter 3 I will go into a broader scope and analyze the monopolist production decisions when faced with the power of shifting up demand with fear and its consequences on social welfare. Chapter 4 will analyze how competition on an oligopoly structure changes the overall picture.
These last couple of chapters will present an extension of Dixit & Norman’s
model (1978). I will try to show that even though fear is bare non ethereal
information, it will have parallel effects as any corporeal pollutant and the
problems aroused will be related in nature to the same type of market
failures that are present on them.

This report presents part of the results of the first global study on customers’ perceptions on robots in travel, tourism, and hospitality implemented by the authors in 2018-2019. Specifically, the report presents the methodology of the research and elaborates on the key results regarding the activities that customers perceive as appropriate for robotisation, their preferences to be served by robots, and their willingness-to-pay for robot-delivered services. Finally, the report provides recommendations to travel, tourism, and hospitality companies how to implement successfully robotic technologies in their operations.

This paper is derived from one of our research mainstream.
Research theme: Transportation resilience-Rail network vulnerability analysis

Abstract:
Transportation of dangerous goods has always been in the spotlight of terrorist groups with the aim of inflicting severe harm to humans and the environment. The purpose of this paper is to present a security vulnerability analysis approach to find critical areas along railway transportation routes specifically with regard to trains carrying dangerous goods. In this study, ALOHA and ArcGIS software are used for checking the security vulnerabilities and to estimate the population and affected infrastructure due to a malicious attack. Chlorine transportation on the Texas-Illinois rail corridor (in the US) is studied by developing a routing model. The priorities of the infrastructure for the terrorist’s attack are a variety of land use types as sports, educational, commercial, and health centers; religious places; government buildings; airports; parks; and museums. In addition to the infrastructure, the size and the density of the population within the threat zone are main items for the terrorist to plan the attack. With demographic layers in the GIS software, the number of people residing in the study area that are exposed to the attack is identified. A zero-sum game theoretic approach is employed to model the interactions of terrorist and operator's strategies. After running the model, (i) the operator’s route selection probabilities are calculated, and (ii) the terrorist’s target link selection probabilities are also determined. This paper shows that how critical links can be identified for different terrorist purposes, which could be the subject of further security measures.
Keywords: Dangerous goods; Hazardous material (HazMat) transportation; Terrorist attacks; Game theory; Security vulnerability/robustness analysis; Rail network resilience.

This paper examines the interior design perceptions and preferences of male and female public bus users based on different service quality criteria, sub-criteria, and design alternatives using Analytic Hierarchy Process (AHP) decision-making model. The ultimate objective is to redesign the interiors of the existing public buses in Dhaka City to suit the needs of both genders. Several interior design aspects, their problems, and alternative solutions were discussed in three focus group discussions (FGDs). A customized service quality model based on SERVQUAL and RESCA models was used as the instrument for the FGDs which eventually led to the design of the AHP study. Results of pairwise comparison survey based on the AHP model suggest dire need of restructuring of the interiors of the existing buses, especially for the female passengers. Finally, sketches of the most popular redesign alternatives are presented followed by a discussion on the policy implications of such reforms.

1. Contexto: Crisis socio-ecológica global
2. La definición performativa del Territorio occidental moderno
3. Funciones de las infraestructuras territoriales en el modelo predatorio moderno
4. Soluciones tecnocráticas para la organización del espacio urbano y de los transportes
5. Alternativas de transporte “low-tech” y “low-cost” para la transición ecológica y solidaria
6. La infraestructura pedestre: una inversión prioritaria para la movilidad en la transición urbana