A Study on the Transportoriented Development(TOD) and Policy Implication considering Climate Change : Focused on Dublin Public Transport Policy, Ireland

The research presented in this paper is aimed at defining a model that enables the management of the relationship between private vehicles and public transport applying the available instruments of city transport policy such as parking policy and public transport policy measures. Statistical data used for modelling is sourced from the database in a wide range of EU cities. The target model was developed in the form of stepwise regression analysis. Very favourable statistical results were obtained, and the subsequent tests on the city of Novi Sad (250000 inhabitants) led to the conclusion that the obtained results were suitable for implementation in practice. The results of the implemented procedure are of great importance for the enhancement of the existing transport policies in cities, as they enable the development of strategies for finding combinations of instruments that would bring the transport system and urban environment into a desired-viable rather than consequential condition.

Download Full-text

Scenarios of Automated Mobility in Austria: Implications for Future Transport Policy

Future Transportation ◽

10.3390/futuretransp1030041 ◽

2021 ◽

Vol 1 (3) ◽

pp. 747-764

Author(s):

Aggelos Soteropoulos ◽

Paul Pfaffenbichler ◽

Martin Berger ◽

Günter Emberger ◽

Andrea Stickler ◽

...

Keyword(s):

Public Transport ◽

Transport Policy ◽

Pollutant Emissions ◽

Dynamics Modeling ◽

Automated Vehicles ◽

Sustainable Mobility ◽

Modal Shift ◽

Personal Mobility ◽

Positive Effects ◽

Policy Measures

Developments in the field of automated mobility will greatly change our mobility and the possibilities to get from one place to another. This paper presents different scenarios for personal mobility in Austria, anticipating the possibilities and developments in the field of automated vehicles (AVs). The scenarios were developed using a systematically formalized scenario technique and expand the social and political discourse on automated mobility, which is currently characterized by a lack of experience and visibility as an established transport service. Using system dynamics modeling techniques, i.e., the Metropolitan Activity Relocation Simulator (MARS), impacts of the scenarios on the Austrian transportation system are estimated. The simulations show that, without suitable transport policy measures, automated mobility will lead to a significant increase in the volume of individual traffic and to modal shift effects with lower traffic volumes for public transport, walking and cycling. In addition, without a link between AVs and post-fossil propulsion systems, increases in pollutant emissions can also be expected. In contrast, the simulation results of an increased use of AVs in public transport show positive effects for the support of a more sustainable mobility. Hence, transport policy measures accompanying the introduction and development of automated vehicles will be needed in the future to reach a sustainable development.

Download Full-text

Achieving ‘Active’ 30 Minute Cities: How Feasible Is It to Reach Work within 30 Minutes Using Active Transport Modes?

ISPRS International Journal of Geo-Information ◽

10.3390/ijgi11010058 ◽

2022 ◽

Vol 11 (1) ◽

pp. 58

Author(s):

Alan Both ◽

Lucy Gunn ◽

Carl Higgs ◽

Melanie Davern ◽

Afshin Jafari ◽

...

Keyword(s):

Climate Change ◽

Population Growth ◽

Active Transport ◽

Public Transport ◽

Traffic Congestion ◽

Motor Vehicle ◽

Spatial Relationship ◽

Rapid Urbanization ◽

Transport Mode ◽

Transport Modes

Confronted with rapid urbanization, population growth, traffic congestion, and climate change, there is growing interest in creating cities that support active transport modes including walking, cycling, or public transport. The ‘30 minute city’, where employment is accessible within 30 min by active transport, is being pursued in some cities to reduce congestion and foster local living. This paper examines the spatial relationship between employment, the skills of residents, and transport opportunities, to answer three questions about Australia’s 21 largest cities: (1) What percentage of workers currently commute to their workplace within 30 min? (2) If workers were to shift to an active transport mode, what percent could reach their current workplace within 30 min? and (3) If it were possible to relocate workers closer to their employment or relocate employment closer to their home, what percentage could reach work within 30 min by each mode? Active transport usage in Australia is low, with public transport, walking, and cycling making up 16.8%, 2.8%, and 1.1% respectively of workers’ commutes. Cycling was found to have the most potential for achieving the 30 min city, with an estimated 29.5% of workers able to reach their current workplace were they to shift to cycling. This increased to 69.1% if workers were also willing and able to find a similar job closer to home, potentially reducing commuting by private motor vehicle from 79.3% to 30.9%.

Download Full-text

Does Combining Transit Signal Priority with Dedicated Bus Lanes or Queue Jump Lanes at Multiple Intersections Create Multiplier Effects?

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/2647-10 ◽

2017 ◽

Vol 2647 (1) ◽

pp. 80-92 ◽

Cited By ~ 5

Author(s):

Long T. Truong ◽

Graham Currie ◽

Mark Wallace ◽

Chris De Gruyter

Keyword(s):

Public Transport ◽

Policy Implication ◽

Transit Signal Priority ◽

Time And Space ◽

Multiplier Effect ◽

Bus Delay ◽

Simulation Results ◽

Multiplier Effects ◽

Extensive Body ◽

Multiple Intersections

An extensive body of literature deals with the design and operation of public transport (PT) priority measures. However, there is a need to understand whether providing transit signal priority with dedicated bus lanes (TSPwDBL) or transit signal priority with queue jump lanes (TSPwQJL) at multiple intersections creates a multiplier effect on PT benefits. If the benefit from providing priority together at multiple intersections is greater than the sum of benefits from providing priority separately at each of those individual intersections, a multiplier effect exists. This paper explores the effects of providing TSPwDBL or TSPwQJL at multiple intersections on bus delay savings and person delay savings. Simulation results reveal that providing TSPwDBL or TSPwQJL at multiple intersections may create a multiplier effect on one-directional bus delay savings, particularly when signal offsets provide bus progression for that direction. The multiplier effect may result in a 5% to 8% increase in bus delay savings for each additional intersection with TSPwDBL or TSPwQJL. A possible explanation is that TSPwDBL and TSPwQJL can reduce the variations in bus travel times and thus allow signal offsets—which account for bus progression—to perform even better. Furthermore, results show little evidence of the existence of a multiplier effect on person delay savings, particularly for TSPwQJL with offsets that favor person delay savings. A policy implication of these findings is that considerable PT benefits can be achieved by providing both time and space priority in combination on a corridorwide scale.

Download Full-text

A Transport Policy Whose Injury Impacts May Go Unnoticed: More Walking, Cycling and Use of Public Transport

International Journal of Environmental Research and Public Health ◽

10.3390/ijerph16193668 ◽

2019 ◽

Vol 16 (19) ◽

pp. 3668

Author(s):

Rune Elvik

Keyword(s):

Public Transport ◽

Road Accident ◽

Transport Policy ◽

Official Statistics ◽

Traffic Injury ◽

Road Users ◽

Reduce Emissions ◽

The City ◽

Accident Statistics ◽

Made In

It is an objective of transport policy in many countries and cities to promote walking, cycling and the use of public transport. This policy seeks to improve public health and reduce emissions contributing to global warming. It is, however, very likely that more walking, cycling and use of public transport will be associated with an increase in traffic injury. Moreover, it is likely that most of this increase will go unnoticed and not be recorded in official road accident statistics. Official statistics on traffic injury are known to be very incomplete as far as injuries to pedestrians, cyclists and public transport passengers are concerned. This incompleteness is a problem when assessing health impacts of more walking, cycling and travel by public transport. In this paper, studies made in the city of Oslo, Norway (population 700,000) are used to develop numerical examples showing how the estimated real and recorded number of injuries may change when 10% of person km of travel performed by car are transferred to walking, cycling or public transport. It is shown that not more than about 2% of the estimated change in the actual number of injured road users will be recorded by official statistics on traffic injury.

Download Full-text