‘Old Townism’: A Generational Discord

The heritage space of Old Town Mombasa is undergoing social evolution in terms of the demographic composition and the changing desires of the varying generations. The study sought to measure the perceived correlation between motorised transport, the veritable exemplification of misconstrued development, and conservation efforts within the Old Town heritage space. The qualitative analysis indicates that the top-down approach and limited economic development over time have left the younger generation of local residents lacking a sense of ownership and disparity with conservation objectives. The study recommends social re-engineering that will capture the ideologies of ‘Old Townism’ and create a beneficial sense of belonging.

Assessing Strength of Plastic Paving Blocks for Construction of Non-Motorised Transport Facilities.

Walking remains the oldest and most common mode of transport making up a portion if not most or all our daily commute. However, infrastructure developments in our urban areas have a bias towards motorised transport leading to pedestrians and cyclists being the most affected in road incidents. Increasing non-motorised transport facilities in our urban centres would increase levels of walkability, reduce the number of crashes involving non-motorised transport users, reduce traffic congestion, noise and air pollution making them sustainable and more liveable. Three hundred million tonnes of plastic waste are produced annually in the world with Kenya contributing 407,506 tonnes. The waste produced shall continue to increase with increasing population, urbanisation and development. The non-biodegradability of plastic makes proper disposal of plastic waste a menace and due to widespread littering, plastic waste has become a common sight in our urban and rural areas. The conventional materials used for the construction of walkways and cycle lanes, asphalt and concrete are most ideal for the motorised transport pavements. Plastic paving blocks can be affordable, readily available and environmentally friendly making a suitable alternate construction material if adopted. This study assessed the strength of plastic paving blocks for use in the construction of walkways and cycle lanes; by undertaking a tensile strength test according to SANS 1058:2021 on samples provided by Corec Kenya. The samples satisfied all of the strength specifications and from this it can be recommended that the plastic paving blocks can be used on low traffic pavements such as walkways and cycle lanes.

Commuting without Polluting: The Economic Geography of Active Transport in Aotearoa New Zealand

<p>New Zealand has one of the highest rates of car ownership in the world and as such contributes disproportionately to global climate change, cardiovascular disease and obesity. This need not be the case for, among other things, New Zealand cities have the potential to increase the use of walking and cycling. There is substantial evidence that modifying the urban form and design of neighbourhoods can influence the use of active transport. However factors such as those related to employment and income have so far received far less attention as possible influences. This thesis explores the impact of income on the use of active modes of transport for commuting. Modal choice is sensitive to both income and relative costs. While historically the car has replaced walking and cycling as wage rates have risen, in cross section the relationship between income and active commuting takes quite a different form. While higher incomes do allow people to purchase motorised transport, they also allow workers to purchase shorter commutes and to integrate active modes into more complex trip chains. As a result, the probability of active commuting rises with income. As such, raising urban density can help stem some of the negative environmental and health effects of rising affluence.</p>

Commuting without Polluting: The Economic Geography of Active Transport in Aotearoa New Zealand

<p>New Zealand has one of the highest rates of car ownership in the world and as such contributes disproportionately to global climate change, cardiovascular disease and obesity. This need not be the case for, among other things, New Zealand cities have the potential to increase the use of walking and cycling. There is substantial evidence that modifying the urban form and design of neighbourhoods can influence the use of active transport. However factors such as those related to employment and income have so far received far less attention as possible influences. This thesis explores the impact of income on the use of active modes of transport for commuting. Modal choice is sensitive to both income and relative costs. While historically the car has replaced walking and cycling as wage rates have risen, in cross section the relationship between income and active commuting takes quite a different form. While higher incomes do allow people to purchase motorised transport, they also allow workers to purchase shorter commutes and to integrate active modes into more complex trip chains. As a result, the probability of active commuting rises with income. As such, raising urban density can help stem some of the negative environmental and health effects of rising affluence.</p>

Is resale anxiety an obstacle to electric vehicle adoption? Results from a survey experiment in Switzerland

Electrification of private motorised transport is one of the most effective pathways to net-zero carbon emissions in the road transport sector. However, adoption rates of battery-electric vehicles (BEVs) are still relatively low in most advanced industrialised countries. One of the most widely discussed but so far understudied potential obstacles to BEV adoption is resale anxiety. It refers to the fear of comparatively low expected resale values of BEVs, resulting, among other reasons, from expectations concerning rapid progress in battery technology. However, based on three survey-embedded experiments in Switzerland (N=3,900 in total), we find the opposite of resale anxiety: a higher expected resale value of BEVs compared to conventional cars. Our findings suggest that regulatory policy and social norm signals in this area are gaining ground, boding well for consumer acceptance of BEVs in the coming years.

Analysis for need of Non-Motorised Transport (NMT) facilities in Khamgaon city

In our day to day life we have seen the emission from transport sector is increasing. Along with carbon emissions, the transport sector is also responsible for road congestion, local air pollution, noise and accidents. In urban areas, the share of both public transport and NMT has been decreasing, resulting in increasing negative impacts. Therefore development of NMT in the cities is very important. NMT comprises of walking, Cycling, wheel chair travel and small wheeled transport etc. This transport facilities fulfill transportation as well as recreational objectives as these are ecofriendly modes. Previous planning only focus on movement of MT and there is no planning for NMT but the scenario is most of the short trips upto 5km in our country are carried out by walking and cycling.. NMT promotes health as well as social equality and is free from pollution which makes it ecofriendly. NMT are affordable to all classes which maintains social equality among citizens. Present Indian scenario shows undermining of importance and safety of NMVs in Indian cities. In India it should be taken seriously to priorities the use of NMT and focus on implementation of this facilities, maintenance and operation of this system. The governments should run the programs to encourage the people to move towards the use of NMT. This study aims to determine the need of NMT facilities within the city and people views regarding existing traffic conditions along main streets within the city. The city is divided in different parts as per wards and quessionnaire survey is carried out to know people views. The overall study shows the need for the provision of NMT facilities like footpaths, cycle ways, croos points at main streets within the city. Keywords: NMT- Non Motorised Transport, NMV- Non Motorised Vehicles, MT- Motorised Transport

National optimisation of accessibility to emergency obstetrical and neonatal care in Togo: a geospatial analysis

ObjectivesImproving access to emergency obstetrical and neonatal care (EmONC) is a key strategy for reducing maternal and neonatal mortality. Access is shaped by several factors, including service availability and geographical accessibility. In 2013, the Ministry of Health (MoH) of Togo used service availability and other criteria to designate particular facilities as EmONC facilities, facilitating efficient allocation of limited resources. In 2018, the MoH further revised and rationalised this health facility network by applying an innovative methodology using health facility characteristics and geographical accessibility modelling to optimise timely access to EmONC services. This study compares the geographical accessibility of the network established in 2013 and the smaller network developed in 2018.DesignWe used data regarding travel modes and speeds, geographical barriers and topographical and urban constraints, to estimate travel times to the nearest EmONC facilities. We compared the EmONC network of 109 facilities established in 2013 with the one composed of 73 facilities established in 2018, using three travel scenarios (walking and motorised, motorcycle-taxi and walking-only).ResultsWhen walking and motorised travel is considered, the 2013 EmONC network covers 81% and 96.6% of the population at the 1-hour and 2-hour limit, respectively. These figures are slightly higher when motorcycle-taxis are considered (82.8% and 98%), and decreased to 34.7% and 52.3% for the walking-only scenario. The 2018 prioritised EmONC network covers 78.3% (1-hour) and 95.5% (2-hour) of the population for the walking and motorised scenario.ConclusionsBy factoring in geographical accessibility modelling to our iterative EmONC prioritisation process, the MoH was able to decrease the designated number of EmONC facilities in Togo by about 30%, while still ensuring that a high proportion of the population has timely access to these services. However, the physical access to EmONC for women unable to afford motorised transport remains inequitable.

Urban Development and Sustainable Mobility: A Spatial Analysis in the Buenos Aires Metropolitan Area

This study provides empirical evidence on the links between urban development factors and the use of specific modes of transport in commuting in the Buenos Aires metropolitan area. The case study is of interest because quantitative research on developing countries is scarce and their rapid urban growth and high rates of inequality may generate different results compared to the US or Europe. This relationship was assessed on locality level using regression methods. Spatial econometric techniques were applied to avoid unreliable inferences generated by spatial dependence and to detect the existence of externalities. Furthermore, we include in the model the socio-economic profile of each locality identified using cluster analysis. The findings reveal that population density affects motorised transport, that diversity is relevant for public transport and non-motorised trips, and urban design characteristics affect all modes of transport. Spatial dependence is detected for motorised transport, which may imply the existence of externalities, suggesting the need for coordinated decision-making processes on a metropolitan level. Finally, modal split depends on the socio-economic profile of a locality, which may influence the response to public transport policies. To sum up, these results may be useful when it comes to helping policymakers design integrated public policies on urban and transport planning.

Associations of active travel with adiposity among children and socioeconomic differentials: a longitudinal study

ObjectivesExamine longitudinal associations between modes of travel to school and adiposity.SettingThe UK.Participants8432 children surveyed at ages 7, 11 and 14 years from the UK Millennium Cohort Study.Primary and secondary outcomesObjective percentage body fat and body mass index (BMI). Transport mode was categorised as private motorised transport, public transport and active transport (walking or cycling). Socioeconomic position (SEP) was measured by household income group and occupational social class. We adjusted analyses for changes in the country of UK, frequency of eating breakfast, self-reported growth spurts, hours of screen time and days per week of moderate-to-vigorous physical activity. Longitudinal (panel) regression models adjusting for individual fixed effects examined associations in changes in mode of travel to school and adiposity, controlling for both time-varying and time-invariant potential confounders. Interaction tests and stratified analyses investigated differences by markers of SEP.ResultsAt age 14 years, 26.1% of children (2198) reported using private motorised transport, 35.3% (2979) used public transport and 38.6% (3255) used active transport to get to school. 36.6% (3083) of children changed mode two times between the three waves and 50.7% (4279) changed once. Compared with continuing to use private transport, switching to active transport was associated with a lower BMI (−0.21 kg/m2, 95% CI −0.31 to −0.10) and body fat (−0.55%, 95% CI −0.80% to −0.31%). Switching to public transport was associated with lower percentage body fat (−0.43%, 95% CI −0.75% to −0.12%), but associations with BMI did not reach statistical significance (−0.13 kg/m2, 95% CI −0.26 to 0.01). Interaction tests showed a trend for these effects to be stronger in more deprived groups, but these interactions did not reach statistical significance.ConclusionThis longitudinal study during a key life course period found switching to physically active forms of travel can have beneficial adiposity impacts; these associations may be more apparent for more disadvantaged children. Increasing active travel has potential to ameliorate inequalities.