scholarly journals An Ecosystem Innovation Framework: Assessing Mobility as a Service in Budapest

2021 ◽  
Vol 13 (7) ◽  
pp. 3753
Author(s):  
Athena Roumboutsos ◽  
Ioanna Pagoni ◽  
Athena Tsirimpa ◽  
Amalia Polydoropoulou
Keyword(s):  
Urban Transport ◽  
Decision Makers ◽  
First Year ◽  
Negative Externalities ◽  
Modal Shift ◽  
Present Contribution ◽  
Public And Private ◽  
Document Collection ◽  
Smart Mobility ◽  
The City

Smart Mobility and the introduction of innovation in the complex and dynamic actor ecosystem of urban transport is faced with the need to manage change in order to secure sustainability and protect against negative externalities. The present contribution provides decision-makers with a tool to assess innovation strategies and monitor change over time. The proposed EcoSystem Innovation Framework (ESIF) is applied to a flagship innovation: Mobility as a Service (MaaS). The application concerns the City of Budapest, a location with highly-utilized resources and low car ownership, in contrast to other locations where MaaS is implemented. The ESIF is constructed through qualitative research (stakeholder workshops, interviews, document collection and analysis) for three (3) points in time: Summer 2018; Summer 2019 and end of 2020 (first year of the COVID-19 pandemic). The ESIF analysis was able to guide decision-makers and highlight potential future trends demonstrating the potential of the ESIF framework. For the City of Budapest, the ESIF highlighted the delicate balance in the promotion of MaaS, as the dichotomy between public and private on-demand mobility may trigger a negative modal shift. The COVID-19 pandemic has enhanced this potential. Despite public sector efforts, market opportunity has surfaced leading to contrasting interests in the ecosystem.

scholarly journals “Unparking”: How can Smart Mobility Reduce Parking Demand in Our Cities to the Minimum? (Beirut Case Study)

Smart Cities ◽  
2020 ◽  
Vol 3 (2) ◽  
pp. 172-185
Author(s):  
Adib Haydar
Keyword(s):  
Public Transportation ◽  
Transportation Systems ◽  
Decision Makers ◽  
Demand And Supply ◽  
Mobility System ◽  
Smart Mobility ◽  
Public Transportation Systems ◽  
Parking Demand ◽  
The City

Beirut is a car-dependent city, with 80% of Beirut citizens using their private cars to move across the city (the rate of car ownership is higher than regional and global benchmarks: 627 cars/1000 in Beirut, 550/1000 in Dubai and 170/1000 in Singapore). This reality causes two related impacts: an increased parking demand and decreased public transportation usage. Furthermore, in order to discuss these aspects, our study addresses the following question: How can the municipality’s interventions and mobility system reforms, such as smart public transportation systems and shareable mobility, reduce parking demand? As our methodology, it consists of three sections: (1) determine Beirut's parking problems by estimating parking demand and supply; (2) assess the potential effects of Beirut municipality policies in comparison to international experiences; and (3) evaluate the potential impacts of the smart public transportation system and shareable mobility in reducing parking demand. This paper studies parking growth in developing countries, such as Lebanon, and can help planners, decision-makers, and the Beirut municipality to make more informed decisions about parking policies, and to meet growing parking demand by introducing smart interventions that have high local potentials.

scholarly journals A Policy Move towardsSustainable Urban Transport in Pakistan: Measuring the Social, Environmental and Economic Impacts of Lahore BRT System

2020 ◽  
Vol 25 (1) ◽  
pp. 27-57
Author(s):  
Irem Batool ◽  
Muhammad Irshad ◽  
Muhammad Abid
Keyword(s):  
Travel Time ◽  
Urban Transport ◽  
Bus Rapid Transit ◽  
Rapid Transit ◽  
Modal Shift ◽  
Transit System ◽  
Travel Mode ◽  
The Social ◽  
Social Environmental ◽  
The City

We examine the impacts of a sustainable urban transport initiative, the first Bus Rapid Transit System launched in Lahore, Pakistan in year 2013.Wemeasure the socio-economic and environmental impacts of theBRTusing aquestionnaire-based survey that collected informationon customers’ travel purpose, travel frequency, travel time, mode access, previous travel mode choices (pre-BRT) and travel mode choices at present. Weestimate that,on average,a BRTpassenger savesabout 46 minutes per day on a singletrip. However, the modal shift from personal automobiles to theBRT system is found to be only 4 percent, i.e.,significantlyless than the shift found in otherworldwide BRT systems.Moreover, weestimate the reduction inthenumber of private vehicles on roads, total distance travelled in km and associated travelling costs and,subsequently,the reduction in the carbonemissions. We concludethat the Lahore BRTtransit systemneeds to be expandedto other parts of the city.

scholarly journals Administration of Urban Public Transport in the Largest Polish Cities

2020 ◽  
Vol 8 (2) ◽  
pp. 70-88
Author(s):  
Przemysław Żukiewicz
Keyword(s):  
Public Transport ◽  
Service Providers ◽  
Urban Transport ◽  
Decision Makers ◽  
Transport Sector ◽  
Public And Private ◽  
Regional Administration ◽  
Transport Services ◽  
The Future ◽  
Urban Public Transport

AbstractIn this article, we compare the solutions which the largest Polish cities apply to effectively manage and administer public urban transport. We pay attention to the legal, administrative, and political limitations of current activities; we also analyse public transport strategies in terms of plans for the future. We state that large Polish cities prefer to entrust public transport services to fully dependent companies, do not seek to diversify service providers and do not allow the coexistence of public and private operators. Our research is the first comparative study which has used the eleven largest Polish cities as a research sample. Its results are important not only for decision-makers, but also for entrepreneurs in the transport industry. Not only does our analysis prove that, currently, urban transport in the largest Polish cities is carried out mostly by companies which fully belong to cities, but also that the future strategies of the target state will not be determined by political decision makers at all, or no significant changes are foreseen. In the largest Polish cities in the future, the tramway sector will be fully controlled by municipal companies; in the bus transport sector, private carriers will be able to count on a maximum of 20–30% share of transport work while the railway sector will remain under the control of regional administration, not local urban administration.

scholarly journals Program of integrated development of transport infrastructure of Tyumen

2019 ◽  
Vol 91 ◽  
pp. 05031 ◽  
Author(s):  
Artur Petrov ◽  
Vera Svistunova
Keyword(s):  
Private Life ◽  
Urban Transport ◽  
Transport Infrastructure ◽  
Soviet Period ◽  
Practical Implementation ◽  
Integrated Development ◽  
Public And Private ◽  
Economic Support ◽  
The Many ◽  
The City

The article discusses the feasibility of the development of urban transport and technological systems through the development of Programs for the integrated development of transport infrastructure (PIDTI). PIDTI, being one of the many regulatory documents for urban development, is intended to create some kind of a planned basis for this development. The problem is that during the development and subsequent practical implementation of this strategic document, trends in changes in the lifestyle of citizens, potential ways of their livelihoods, financial and economic support, and just the stylistic features of public and private life are not taken into account. PIDTI developers often assume that in 20 years, the life of the city will be exactly the same as today, only all of its characteristics will increase quantitatively by 20-150% (depending on the strategy option). The works of such serious researchers as S.B. Pereslegin refutes this opinion. The experience of automobilization of Russian cities also speaks about this. Today, PIDTI performs the function of the ITS General Plans of cities of the Soviet period. In this regard, the issue of the ability of PIDTI to solve the problems of the functioning of a city as a living social and technological organism in future periods becomes very serious. The article discusses this issue at the intersection of the opinions of professionals and city residents.

A GIS AND MULTI‐CRITERIA‐BASED ANALYSIS AND RANKING OF TRANSPORTATION ZONES OF VILNIUS CITY

2009 ◽  
Vol 15 (1) ◽  
pp. 39-48 ◽  
Author(s):  
Marius Jakimavičius ◽  
Marija Burinskienė
Keyword(s):  
System Analysis ◽  
Urban Transportation ◽  
Development Planning ◽  
Urban Transport ◽  
Decision Makers ◽  
Key Factors ◽  
Simple Additive Weighting ◽  
Topsis Technique ◽  
The City

Fixing the accessibility is a standard issue of transport analysis, which can be of interest to many socioeconomic applications. In the paper we propose and discuss accessibility and other indicators‐based urban transport system analysis and GIS (geographic information systems) calculation method for indicating problematic transportation zones in Vilnius city. The main parameter is time‐based accessibility from/to the central part of Vilnius and other transport zones in the city. Created GIS application computes the ranks for transport zones of Vilnius city according to accessibility and Vilnius statistics in these zones (street network density in city zones, number of working places, number of equipped parking places, number of attractive objects in transportation zones). The GIS decision support system is based on 2 calculation methods Topsis(Technique for OrderPreference by Similarity to Ideal Solution) and SAW (Simple Additive Weighting). Application of transportation zones analysis improves the quality of basic environment statistics and fills many data gaps related to urban statistics, providing information to decision‐makers and the general public concerning key factors determining the state of urban transportation environment. This paper outlines criteria and models used in Vilnius to develop urban transportation indicators and the reasons why the selected indicators represent the first important step to achieve a comprehensive system of indicators of urban transportation sustainability in Vilnius city. This model could be integrated in systems of urban transport planning and sustainable development planning. Santrauka Straipsnyje aptariama indikatorių sistema, reikalinga miesto transporto rajonams ranguoti, remiantis sprendimų paramos skaičiavimo metodais ir GIS (geografinės informacinės sistemos) technologijomis. Buvo identifikuojami Vilniaus miesto transporto rajonai, probleminiai susisiekimo sistemos požiūriu. Analizei atlikti buvo naudojami šie rodikliai: gatvių tinklo tankis, visuomeninio transporto tinklo tankis, automobiliu statymo vietų tankis, kelionių skaičius kiekviename transporto rajone, gatvių tinklo ilgis, tenkantis 1000 transporto rajono gyventojų, dirbančiųjų ir gyventojų tankių disproporcija transporto rajone, transporto rajono pasiekiamumas nuo miesto centro. GIS aplikacija su integruotais daugiakriteriniais sprendimų paramos sistemos skaičiavimo metodais, kaip paprastųjų svorių sudėjimo SAW ir idealiojo taško TOPSIS, ranguoja Vilniaus miesto transporto rajonus ir leidžia identifikuoti problemines susisiekimo sistemos požiūriu miesto vietas. Plečiant sukurta aplikacija, naudojant daugiau indikatorių galima sukurti bendra indikatorių sistemą miestų planavimo uždavinių sprendimams pagrįsti.

NOBILES PAUPERES: VILNIAUS MISIONIERIŲ ŠPITOLĖS GLOBOTINIAI XVIII A.

2018 ◽  
pp. 58-72
Author(s):  
Martynas Jakulis
Keyword(s):  
Eighteenth Century ◽  
Social Status ◽  
First Year ◽  
Mutual Aid ◽  
Mission Hospital ◽  
Charity Hospital ◽  
Social Composition ◽  
Charitable Institution ◽  
The City ◽  
Qualitative Characteristics

In 1695, Jan Teofil Plater and his wife Aleksandra founded a hospital for six impoverished nobles in Vilnius. Situated near the newly built church of the Ascension and the convent of the Congregation of Mission in the Subocz suburb beyond the city walls, this hospital was the first and, until the end of the eighteenth century, the only charitable institution providing care for individuals of particular social status. The article, based on the hospital’s registry book and other sources, examines the quantitative, as well as qualitative characteristics of the institution’s clientele, such as its fluctuations in size, its social composition, and the causes of its inmates’ impoverishment. The research revealed that, despite the demand for care, the overseers managed to maintain a stable number of inmates, rarely admitting more than one or two persons every year, and thus ensuring a steady operation of the hospital (see table 1). However, in contrast with other charitable institutions in Vilnius, the clientele of the Congregation of Mission hospital changed frequently because of expulsions (39.6 percent of all cases) and inmates leaving the hospital on their own initiative (20.1 percent) already in the first year of their stay. The mortality of inmates (27.8 percent) affected the size and turnover of the clientele to a much lesser extent than observed in other hospitals. Although there are no reliable data on the inmates’ age and health, such statistics show that they probably were younger and healthier than the clients of other charitable institutions in Vilnius. Moreover, the Congregation of Mission hospital’s inmates differed from the clients of other institutions in respect of social composition. Impoverished petty nobles, originating mainly from the districts of Lida and Oszmiana, constituted the majority (56.25 percent) of the hospital’s inmates whose social status is noted in the registry book (62.5 percent). The nobles became clients of the Congregation of Mission hospital either because of old age, disability, as well as other accidental causes, or because of increased social vulnerability outside mutual aid networks, comprised of family members, kin or neighbours. The article argues that the foundation of a hospital designated to provide care primarily for impoverished nobles shows that the poverty of nobles was recognized by contemporaries as a social problem that should be tackled. Keywords: poverty, charity, hospital, the Congregation of Mission, Vilnius, nobles, eighteenth century.

The Implementation of Biological Phosphorus and Nitrogen Removal with the Bio-Denipho Process on a 265,000 PE Treatment Plant

1992 ◽  
Vol 25 (4-5) ◽  
pp. 161-168 ◽  
Author(s):  
J. Einfeldt
Keyword(s):  
Nitrogen Removal ◽  
Treatment Plant ◽  
First Year ◽  
In Series ◽  
Design Loads ◽  
Last Stage ◽  
Two Stages ◽  
The City ◽  
Biological Phosphorus

A process, called Bio-Denipho, for combined biological phosphorus and nitrogen removal in a combination of an anaerobic tank and two oxidation ditches is described. In this process the anaerobic tank consisting of three sections working in series is followed by two oxidation ditches. These too are working in series, but with both inlet to and outlet from the tanks changing in a cycle. The Bio-Denipho process is described specifically for the process itself and as a case study for the implementation of the process on a 265,000 pe wastewater treatment plant for the city of Aalborg in Denmark. The plant was designed and erected in two stages and the last stage was inaugurated October 31,1989. Lay-out and functions for the plant is described and design loads, plan lay-out and tank volumes are given in this paper together with performance data for the first year in operation.

Auditing, Attestation, and Financial Reporting for an Early American Charity

2017 ◽  
Vol 44 (2) ◽  
pp. 27-46
Author(s):  
Michael Braswell ◽  
Roger B. Daniels
Keyword(s):  
Financial Reporting ◽  
Agency Costs ◽  
Governance Structure ◽  
Social Costs ◽  
Limited Resources ◽  
Public And Private ◽  
Early American ◽  
Financial Condition ◽  
The City

ABSTRACT Our study examines assurance and attestation practices of the Charleston Orphan House from 1790 to 1825 and represents a response to Alchian and Demsetz's (1972) call for research into the nature of stewardship and agency costs among nonprofits by providing evidence of the largely unexplored early American practices (Moussalli 2008; Sargiacomo and Gomes 2011). We document the origins of the assurance and attestation techniques used to legitimize the Charleston Orphan House and to minimize the agency costs faced by its public and private funders. We find that assurance and attestation practices were reflected in the routine publication of the Committee on Accounts reports that served as vital elements of a governance structure that enabled the municipality and philanthropists to monitor the financial condition of the institution. These oversight efforts helped minimize agency costs that naturally arose between the Orphan House and resource providers, making it possible for the City of Charleston and private funders to efficiently allocate limited resources to mitigate social costs of managing the post-revolutionary orphan problem. Our findings provide new insights into early assurance and attestation practices and support Alchian and Demsetz's (1972) conjecture that nonprofits face similar economic motivations for utilizing financial reporting, auditing, and attestation as monitoring mechanisms as do their profit-seeking counterparts.

Urban Transport

2018 ◽  
Author(s):  
José van
Keyword(s):  
Urban Areas ◽  
Urban Transport ◽  
Transport Sector ◽  
Public And Private ◽  
Transport Services ◽  
Ride Sharing ◽  
The World ◽  
Private And Public ◽  
Selection Mechanisms

Platformization affects the entire urban transport sector, effectively blurring the division between private and public transport modalities; existing public–private arrangements have started to shift as a result. This chapter analyzes and discusses the emergence of a platform ecology for urban transport, focusing on two central public values: the quality of urban transport and the organization of labor and workers’ rights. Using the prism of platform mechanisms, it analyzes how the sector of urban transport is changing societal organization in various urban areas across the world. Datafication has allowed numerous new actors to offer their bike-, car-, or ride-sharing services online; selection mechanisms help match old and new complementors with passengers. Similarly, new connective platforms are emerging, most prominently transport network companies such as Uber and Lyft that offer public and private transport options, as well as new platforms offering integrated transport services, often referred to as “mobility as a service.”

scholarly journals Urban Policies and Large Projects in Central City Areas: The Example of Madrid (Spain)

Urban Science ◽  
2021 ◽  
Vol 5 (2) ◽  
pp. 42
Author(s):  
Dolores Brandis García
Keyword(s):  
Urban Planning ◽  
20Th Century ◽  
Large Scale ◽  
Central City ◽  
Global Market ◽  
Late 20Th Century ◽  
Public And Private ◽  
Urban Policies ◽  
Starting Point ◽  
The City

Since the late 20th century major, European cities have exhibited large projects driven by neoliberal urban planning policies whose aim is to enhance their position on the global market. By locating these projects in central city areas, they also heighten and reinforce their privileged situation within the city as a whole, thus contributing to deepening the centre–periphery rift. The starting point for this study is the significance and scope of large projects in metropolitan cities’ urban planning agendas since the final decade of the 20th century. The aim of this article is to demonstrate the correlation between the various opposing conservative and progressive urban policies, and the projects put forward, for the city of Madrid. A study of documentary sources and the strategies deployed by public and private agents are interpreted in the light of a process during which the city has had a succession of alternating governments defending opposing urban development models. This analysis allows us to conclude that the predominant large-scale projects proposed under conservative policies have contributed to deepening the centre–periphery rift appreciated in the city.

Sign in / Sign up

Export Citation Format

Share Document