Perceptions of representatives of public,private, and community sector institutions of the barriers and enablers for physically active transport

Active transport bridges many shared concerns in the public health and transport sectors. To positively affect opportunities for active transport, public health and transport professionals are engaging with other sectors, including urban planning, housing, recreation, retail, education, and employer groups. A first step in such inter-sectoral collaboration is to understand the perceptions of key players in all of these sectors. This paper describes the results of structured interviews with senior and middle-level administrators from public, private, and community groups in a rapidly developing region in Queensland, Australia, to assess the perceived barriers and enablers to active transport. Key themes emerged relating to infrastructure delivery, public transport services, walk- and cycle-friendly community attributes, political leadership and government coordination, and societal travel norms and culture. There were also themes relating to limits due to resources and limited relevant technical expertise, institutional and practitioner cultures, and agencies not identifying with their roles in active transport. Policies and cross-government initiatives were seen to hold promise, including economic incentives and built environment guidelines, campaigns targeting public attitudes and opinions, and community participation in policy-making. These elements are potential keys to positively promoting comprehensive active transport initiatives among gatekeepers and leaders across different sectors.     

Can travel vouchers encourage more sustainable travel?

The growth of transportation poses difficult dilemmas for social and environmental policy. There is broad agreement that a variety of ‘carrot’ and ‘stick’ measures are needed. This article asks whether tax-free travel vouchers for employees could be important as incentives or ‘carrots’ to encourage the use of public transport. The basic idea of it is like Luncheon Vouchers for public transport. Employers issue the vouchers and claim the tax back from the Government. Potentially, travel vouchers could generate a ‘win–win’ situation in which transport operators’ rising revenues justified new services and these, in turn, encouraged more passengers. The research described here uses survey data and the National Travel Survey to examine acceptability and potential fiscal impact of a rural tax-free travel voucher scheme throughout the UK. These results show that there is sufficient acceptance of the idea of travel vouchers in rural areas to justify the further development of this policy.     

A case study of flexible solutions to transport demand in a deregulated environment

Since public transport deregulation in the UK the provision of solutions to transport demand in areas of dispersed demand has been met by local authorities’ attempts to “fill gaps” in the commercial public transport network, whilst the voluntary sector has addressed the needs of more specialised travel. Over the last five years more innovative solutions have been enabled by the development of Intelligent Transport Systems (ITS), which allow more flexible transport services in terms of time and space. In addition, new ways of thinking about the provision of what might be considered public transport has led to more flexible transport modes becoming available, permitting the general public on education contract services, the use of taxis for shared public transport and the provision of vehicles enabling access to work. However, these innovations tend to operate independently leading to overlap, gaps and misunderstandings about the purpose, delivery and receipt of services. To address these issues, future public transport services will need wider area network planning, greater co-operation between service providers (e.g. in the form of partnerships) and improved understanding of passenger requirements. The case study of Northumberland presented in this paper embodies many of the problems faced by residents in rural areas of the UK to-day and illustrates diverse solutions that have been made to address these challenges.     

Effects of non-aeronautical activities at airports on the public transport access system: A case study of Zurich Airport

Many planning authorities and airports study measures to increase public transport use for airport ground access and egress. At the same time, an increase in real estate development at and around airports is occurring, both due to airports seeking new revenue possibilities and other developers attempting to profit from high value locations. This paper considers non-aeronautical activities at large airports, largely commercial centres and transit hubs, as land uses that have the potential to improve the situation for operating public transport services. In order to assess potential benefits and disadvantages, four research questions are considered: (1) Can the additional travel volume reach levels at which it has a significant impact? (2) To what extent do non-aeronautical activities influence the public transport access system? (3) Is the resulting demand distribution better or worse regarding peaking behaviour? (4) Is there a potential for the resulting overall demand to bring about capacity shortages?A case study is conducted at the airport of Zurich, Switzerland, which finds that non-aeronautical activities in the direct airport vicinity have led to a situation where the operation of public transport services is much more viable due to overall higher passenger numbers and a more even distribution throughout the day. It is concluded that locating non-aeronautical activities at airports can, in addition to providing commercial benefits to developers, lead to a situation where improved public transport services become feasible.     

Accessibility measurements in São Paulo,Rio de Janeiro,Curitiba and Recife,Brazil

Increasing attention is given to public transport services in cities of the Global South as a tool to enhance social inclusion and support economic development. Against this background, developing and evaluating indicators that quantify the distribution of public transport services from a social equity perspective is essential. The aim of the study is, therefore, to assess the equity of public transport services in four metropolitan regions in Brazil (São Paulo, Rio de Janeiro, Curitiba and Recife) with two commonly used indicators of public transport provision. The first indicator measures proximity to rapid transit infrastructure (bus rapid transit, light rail and heavy rail stops with high frequency throughout the day), and the second measures accessibility to jobs by public transport. While simple indicators of proximity to public transport stops are most commonly used given their ease of operationalization and communication, accessibility to job indicators are more representative of the benefits provided to individuals by the public transport network. Combining these two indicators in one study provides a quantitative assessment of the socio-spatial distribution of public transport services in four large metropolitan areas in Brazil and the results demonstrate that lower-income households are disadvantaged in terms of public transport services in all four metropolitan areas. Furthermore, the results highlight the importance of quantifying accessibility by public transport, in addition to proximity to rapid transit, and thereby sheds light on the importance of developing openly available public transport schedules and geographic data. This study is of relevance to planners and researchers wishing to measure and evaluate public transport equity in the Global South.     

The UK public transport industry and provision of multi-modal traveller information

In recent years significant developments in transport policy have taken place in the UK. Public transport is considered key to the policy objectives of achieving an integrated and sustainable transport system. Improvements to public transport operations alone will not necessarily persuade people to forego the use of their cars and make use of public transport modes. Intending travellers need to be informed of what is available. Substantial activity, promoted by Government, is now taking place in the UK concerning traveller information systems developments. However, such improvements and developments are taking place in a difficult environment. The UK has gone further than any other European country in transferring its public transport services into private management operating under market forces. This paper provides an outline of the current form of the public transport industry (with a focus on bus and rail services) looking at the complex responsibilities and relationships which this entails. It then addresses the main national initiatives for integrated traveller information provision before setting out the issues facing decision makers and service providers in the light of public needs and consumer understanding.     

Urban rail operators in Turkey: Organisational reform in transit service provision and the impact on planning,operation and system performance

Many cities around the world have seen efforts to restructure the provision of public transport. While transit authorities as public agencies continue to deliver transit services in some cities, many others have privatised these services, have opened up the market to private operators or have outsourced them to newly founded subsidiaries. The situation is no different in Turkey, where new legislation was enacted in the 1980s enabling local authorities to establish corporate companies under their own agency, and to shift to them the entire responsibility for running certain public transport operations. The motivation is often to increase efficiency, productivity and profitability in these operations, although there is a risk that planning and operation may become fragmented under such organisational reforms, making it difficult to maintain coordination in planning and to ensure the provision of an integrated service. This paper analyses this organisational change in public transport in Turkey, focusing on the planning, operation and performance of urban rail systems in Ankara, Istanbul and Izmir.     

Key lessons learned from recent experience with Flexible Transport Services

Many local authorities and public transport operators throughout Europe are experimenting with or considering flexibly delivered public transport systems, mainly with a view to improving social inclusion in areas difficult to cover by conventional public transport. Many such initiatives have been in response to recent developments in transport telematics.The objective of this paper is to provide accessible and user friendly guidelines for the implementation or development of flexible services identifying key issues that need to be considered at a policy level. These follow an analysis of the provision of telematics-based flexible transport schemes showcasing examples of recent practical experience from the US and Europe.     

Investigating links between transport disadvantage,social exclusion and well-being in Melbourne—Preliminary results

This paper summarises preliminary results of a study to extend knowledge associated with social exclusion and transport by quantifying social and behavioural implications of lack of public transport and the nature of the social well-being benefits associated with improving services. Metropolitan results are outlined including methodologies exploring the distribution of transport disadvantage in Melbourne, Australia and how this relates to public transport services. An exploration of high car ownership for groups on low income is also presented. Gaps in coverage of public transport are identified and future research outlined.     

The factors in residents' mobility in rural towns of China: Car ownership,road infrastructure and public transport services

The improvement of rural people's mobility in developing countries has informed many policies. Still, debates remain on which policies are efficient, for instance, building more roads, providing public transport or promoting car ownership. The empirical evidence for these debates at the national level remains scarce. As a result, this paper aims to provide fresh evidence for discussions by examining residents' mobility in China using nationwide survey data with 12,524 respondents from 119 rural towns. The results of the analysis show car ownership is the most significant factor influencing rural people's mobility than other factors. Higher car ownership relates to a higher travel frequency to counties or cities. Other kinds of transport vehicles (i.e. electric cars, motorcycles and electric bikes) also have positive but relatively weaker impacts on rural mobility. For public transport, it is more accessible to access bus stops, which encourages travel to higher-order centres rather than increasing the frequency of county bus services. The accessibility of high-quality road systems tends to have a negative influence and has combined effects with levels of local services. People from towns with insufficient local services and poor access to highways travel the most frequently to higher-order centres. This study highlights the critical role of road investments and car ownership enhancement policies in improving mobility. Moreover, this study also underscores the supplemental role of public transport services given the current low car ownership rates in rural towns of China and the global consensus on sustainable green transport development. It highlights the importance of engaging eco-friendly and locally adaptive transport alternatives, such as electric cars and electric bikes. It also calls for a rational distribution of bus stops and more flexible, convenient, and physically accessible public transport and carshare modes in rural China.     

Social exclusion, location and transport disadvantage amongst non-driving seniors in a Melbourne municipality, Australia

Over the past decade, researchers have refocused their attention upon the interconnection between locationally disadvantaged communities and poor transport services in order to better understand social exclusion. Limited access to private and public transport has often been identified as a major contributing factor to social isolation and economic poverty that certain groups in the community experience. To date, an insufficient amount of research attention has focused on the elderly or seniors, who are often identified as being subject to social exclusion because of difficulties associated with travelling outside their homes to access services and facilities especially for non-car drivers. Moreover, a disproportionate amount of research undertaken on transport related forms of social exclusion in Australia has understandably looked towards the outskirts of its major urban centres, where services and facilities are sparsely located and generally only accessible by car. This paper provides a different insight by analysing a middle distant municipality where large spatial concentrations of seniors are to be found, some of whom do not have ready access to a car or have difficulty accessing the public bus service. Using a variety of data sources for a municipality in Melbourne, this case study reveals that social exclusion of non-car driving seniors is reinforced by a regional public transport system that cannot adequately service the entire municipality. For now, the incidence of locational and transport related disadvantage is restricted to small pockets of the municipality, but as seniors age and surrender their car driving licences this problem could become more serious. The study concludes by calling for more analyses to be undertaken into transport engendered social exclusion if this problem is to be contained as the post-war baby-boomers generation ages across most of the middle suburbs of Australian cities.     

Understanding the urban travel attitudes and behavior of Tbilisi residents

In recent decades the public transport network in Tbilisi, Georgia has decayed, while the number of private automobiles has increased dramatically. This study seeks to expand our understanding of the Tbilisi population’s urban transport attitudes and behavior. It elaborates on the perceived strengths, weaknesses, and potentials of the public transport system, and seeks to understand the reasons for the increased use of private automobiles. A questionnaire survey was conducted among Tbilisi car drivers (n=159) and public transport users (n=163). The results show that most of the survey respondents preferred to use a private car and avoid using public transport. Particularly important factors include time issues such as schedules and frequency, plus comfort and safety issues. Tbilisi residents value their time and want to use it efficiently. Changing residents’ travel behavior will require making the public transport options competitive with the perceived advantages of the car. The study offers recommendations for more effective urban transport policy, including incentives to encourage greater use of public transport in Tbilisi.     

Quantifying spatial gaps in public transport supply based on social needs

This paper concerns a research project to identify spatial gaps in public transport provision for people who are socially disadvantaged. The paper outlines the research context for measurement of public transport supply and needs, and then describes the methodology developed for an application in Melbourne, Australia. Results of the application are described including key findings on spatial gaps in services relative to social needs. The research identifies significant gaps between services supplied and social needs for transport services. Consistency of these findings with research in other Australian cities are noted. Implications for policy development are suggested.     

How persuasive is ‘free’ public transport?: A survey among commuters in the Brussels Capital Region

In Belgium, several cities have been experimenting with ‘free’ public transport based on the concept of a third payer system. This study explores the modal shift potential of this measure for commuters by means of a large-scale survey. The results indicate that there is still a margin for a further modal shift, but in order to make public transport more attractive to car users, the price paid by the commuter should be lowered, the quality and capacity of the public services should be improved and the mobility policy of the companies should be adjusted in favour of public transport.     

“The effects of gender transport poverty in Karachi”

Karachi is the economic hub of Pakistan, with an estimated population of 20 million (Khawar, 2017). However, it lacks a systematised public transport service, with few buses and no trains, leaving private bus owners to run poor-quality deregulated services. Although it may be argued that poor service fails to accommodate the needs of the inhabitants of this megacity, women are additionally marginalised by restricted transport services. Men not only have more space allocated to them on public transport but also have the freedom to use alternative and cheaper private modes of transport such as motorbikes and cycles, which are socially discouraged for women. However, there is little literature on the barriers to women's mobility in countries in the Global South, which shows how they are differentially deprived of their agency owing to the cultural norms and gender disparity in transport provision. This paper aims to identify and assess the various aspects of gender transport poverty faced by young working women in Karachi using a quantitative survey. It will broaden the understanding of gender transport poverty in the Global South.     

Smartphones,travel time-use,and attitudes to public transport services. Insights from an explorative study of urban dwellers in two Norwegian cities

The uptake of mobile media with internet connection has increased rapidly in almost every part of the world, and this has significantly changed how public transport passengers use their travel time. Studies have documented that use of mobile information and communication technologies (ICT) while traveling has the potential to enrich use of travel time and in some cases, strengthen positive attitudes towards public transport. The alternative hypothesis—that mobile communication technologies make travelers more critical and demanding, e.g., due to the risk of interference—has so far hardly been explored through empirical studies. Based on a web-based survey of travelers in two of the largest cities in Norway (Oslo and Trondheim), this paper investigates how use of smart devices are related to general attitudes toward public transportation services. A segmentation of travelers in three clusters based on their mobile use habits, shows that the most active group of mobile media users—a group of younger and middle-aged urban dwellers—were those who bore the most critical attitudes to the public transport services. In contrast, the groups that used their mobile phones rarely, or less actively, on their public transport trips were more satisfied. The findings suggests that a new generation of “equipped travelers” has developed expectations regarding their public transport journeys that service providers might have problems to fulfill in current times. Thus, there is a risk of the most active smartphone users developing negative attitudes to public transport if (or when) their experiences are not improved.     

Dynamics of transport and social exclusion: Effects of expensive driver's license

This study explores the interface between the theme of “transport-related social exclusion” and resource allocation in a household. The study posits the “license to drive” as a skill which affects the family as a whole. The consequences of expensive driver's license (DL) within the domain of family structure, gender and its implications for the non-western immigrants in Norway are discussed. Further we analyse how decision-making within a family and the tenets of social exclusion are therefore affected both by the availability of public transport and price of procuring a driving license in the Norwegian context. Through assessing the linkages between expensive driver's license and its substitution elasticity by public transport, we arrive at a surprising possibility that for high values on both factors, an additional increase to the substitution elasticity (improved public transport) may lead to further social exclusion for certain groups through a denied access to driver's license.     

Walking distances from services and destinations for residential aged-care centres in Australian cities

Aged-care centres are one of the common places used by the older Australian population as their residence. While these centres provide many health supports and assistance for the well-being of the residents, there are still many health benefits for this population by walking in the environment outside the centre, because of the positive effect of walking on health and the opportunities it provides for social interaction. However, to choose walking is dependent on several factors, some of which pertain to the availability of and accessibility to the facilities around the care centres. This paper has approached accessibility as a matter of walking distance to the facilities or services, or to the public transport with potential access to them.For this purpose, the paper has analysed the walking distances from residential aged-care centres to services and transport in the six largest Australian cities which host over 50% of the residential capacity of the aged-care centres within the country. The services included cafés, pharmacies, grocery stores, news agents, lottery outlets, and post offices. The study has used the 2017 database of aged-care centres from the Australian Institute of Health and Welfare, and Google Map API services to locate the services and transport stops around the centres and calculate the walking distances to them. The results indicated that in all cities, most of services were only in a walking distance for healthier residents, while the less mobile residents might have difficulty walking to the services, especially the pharmacies. Nevertheless, majority of centres were within a walking distance to points of public transport. In addition, the study found that the centres' distance to services varied considerably both inside a city and between cities, which implied there might have been no prior planning in the selection of the locations for building or repurposing the centres.     

Can high quality public transport support reduced car parking requirements for new residential apartments?

This paper explores the extent to which high quality public transport can support reduced car parking requirements for new residential apartment buildings. Using a case study of Melbourne, the demand for car parking at residential apartment buildings in proximity to high frequency public transport is assessed, while controlling for a range of socio-demographic, urban design and demand management variables. Key findings indicate that while lower demand for car parking is associated with proximity to high quality public transport, this association is not significant when controlling for other factors that influence car ownership. Public transport service supply within 800 m of residential apartment buildings was instead found to be significant, rather than simple distance to transit. Modelling results suggest an inelastic relationship whereby a 10% increase in public transport service supply is associated with a 0.9–1.2% reduction in car parking demand as measured by levels of car ownership. Notwithstanding broader criticisms of residential off-street parking minimums, the findings have important implications for the development of residential car parking policies, suggesting that city-wide car parking requirements should appropriately reflect the spatial distribution and quality of public transport services.     

The effects on tourism of airfare subsidies for residents: The key role of packaging strategies

Airfare subsidies for residents in remote tourism destinations can negatively affect the local tourism industry. In this paper, we study the effects of airfare subsidies on a remote region's tourism sector with a theoretical model of air transport and tourism service transactions involving a remote tourism region, the rest of the country and the rest of the world. We show that firms' widespread packaging strategies in tourism markets, i.e. selling tourism packages composed of air transport and tourism services at a single price, acts as hidden price discrimination, since the packages are cheaper than buying the services separately. Thus, in the presence of higher airfares due to a subsidy, the tourists not entitled to the subsidy have incentives to switch to a cheaper alternative, namely tourism packages. Consequently, a packaging strategy can lessen or even avoid the negative impacts of the subsidy on a region's tourism sector.