The debate of transportation and urban form integration has been reported on by several authors since the early 1960s. However, in 2015, the challenges were much more dynamic, diverse and complex. From research undertaken it is evident that the approach to integration is determined by the disciplinary focus of the researcher and/or practitioner and the research methodology used and is closely related to the conditions (case study research) prevailing within a specific spatial system (countries).

This article is an endeavour to assess and evaluate different integration approaches and outcomes de duced from existing research and case studies by critically evaluating its point of departure, approaches and practices applied in various spatial systems (international perspectives) and more specifically by the disciplines involved in this discourse. It includes the theoretical founding and related empirical research considerations where this phenomenon is an important focus in transportation planning and spatial integration in promoting and attaining sustainable development and urban resilience.

The process is, however, dependent on the relationship between the principles underpinning this research theme. There is a co-dependence between transportation and urban form. This co-dependency is, however, being complicated by decision making and the environmental reality that needs to be factored into this reality.

The outcome of the article will focus on isolating international guiding principles from an integration perspective in promoting sustainable development and resilience in spatial systems. It will include strategic directions and decision-making processes inclusive of environmental considerations, optimizing urban form and land-use planning (patterns), related impacts, accessibility, modal integration, transportation network development and energy and pollution influences, effects and implications. The need for trans-disciplinary practices and application of strategic approaches in integrating planning, development and operational-level interfaces within urban spatial systems will be demonstrated.

The use and application of modelling and simulation techniques are becoming more important as an instrument to guide and measure the attainment of higher levels of integration and sustainability. Transportation and spatial development integration paradigms are dependent on the application of technology that is measureable for all spatial development scenarios in terms of effects, progress, implications and pre-conditions to enhance integration.

Local authorities in european cities are seeking new approaches to develop strategies that help stimulate a shift towards cleaner and more sustainable transport modes. Sustainable Urban mobility Plans (SUmPs) are instruments that contribute towards achieving climate and energy targets set by euro- pean Union (eU) leaders and promoted through the european commission (ec) in relevant documents such as the Transport White Paper and action Plan on Urban mobility. a well-prepared SUmP will help to provide high-quality and sustainable mobility and transport to, through and within urban areas. SUmPs foster a balanced development of all transport modes, while encouraging a shift towards more sustainable modes and usage. The plans present both long-term strategies for the future development of transport and mobility infrastructure and services in urban areas as well as short-term plans for implementation of these strategies: timing, allocation of resources and responsibilities and identifying the required finances. They include integrated sets of technical, infrastructure, policy-based and soft measures. Different approaches to sustainable urban mobility planning exist throughout europe. While some countries, such as France and the UK, may be considered forerunners (with plans produced under a different name and slightly different methodology), SUmPs are a new planning tool in other parts of the eU, especially within the new member states. This article presents the way in which the SUmP concept was introduced and accepted in Slovakia.

Integration of procedures is an important aspect of the air transport system, which focuses mainly on interoperability, safety and security. While both transport analysts and air operators have studied the integration aspects concerning these main items, less attention has been devoted to some other integration features that could reduce airport environmental impacts. In this article, the integration between handling vehicles and aircraft during taxi-out procedures has been analysed by referring to the proto-typal, semi-robotic vehicle called Taxibot. Aircraft emissions due to taxiing have been modelled for before and after scenarios, this latter referring to the use of the Taxibot. A simulation of the benefits – both environmental and monetary effects – obtained by using the Taxibot system has been made on a medium-size airport in Northern Italy.

This article examines a specific aspect of e-payment: e-ticketing in public transport. The reference area is the campus of the aristotle University of Thessaloniki, which is the largest university in greece with more than 73,000 students. The target group was the students of the university campus. The methodology used included a stated preference survey which took place in may 2015. During the survey 300 questionnaires were collected and analysed using descriptive and inferential statistics. In addition, a binary logistics model was developed, analysing the intention of the students to use the e-ticketing system, which is under examination for the city of Thessaloniki. From the analysis, it was found that more than 86.7% of the students would be willing to use e-ticketing in public transport. They consider time saving as the most important reason for someone to use e-ticketing. An interesting finding is that 64.2% of the students would like to use their smart cards or cell phones not just for e-ticketing but also for other applications. The binary logistics model has pointed out that age, gender, car availability and familiarity with e-booking are statistically important factors for the students’ intention to use the e-ticketing system.

According to the United Nations, in 2014, 54% of the world’s population was living in cities, and it is estimated to be 66% by 2050. The pressure of urbanization on the urban environment cannot be ignored. Istanbul is one of the most important and biggest cities in the world. It is the biggest city in Turkey in terms of both economy and population. A total of 15 million people are living in Istanbul, that is, 18% of the total population of Turkey, which creates high-mobility needs. Istanbul has marine, rail and road transportation. In 2005, to improve road transportation, the city officials decided to implement bus rapid Transit (brT) system on one of the city’s most important corridors. In 2007, the system started operation with 18.2 km route length. The aim was to reduce both heavy traffic and negative environmental impacts of road transportation on the corridor. at present, the system carries more than 800,000 passengers/day with 52 km route length. brT system in Istanbul is a shining star in the world of brT because of its high passenger numbers and high commercial speed. This article aims to discuss the positive impacts of brT system on Istanbul’s environment in terms of vehicles eliminated from the general traffic and reduced amount of cO due to brT. As brT provides rapid transit possibilities, private vehicle users shifted to the new system.

In high-density contexts, such as urban or metropolitan areas, decision makers and mobility managers have to adopt suitable strategies to reduce the use of private cars and promote public transport. Indeed, such strategies may help abate the negative impacts of transportation systems (congestion, air and noise pollution, etc.). However, appropriate measures are only effective if based on the provision of high-quality public transport services. Such aims can be achieved by organizing public transport within an integrated framework where rail/metro services are the high-performing mobility backbone and bus services have a feeder function, increasing the geographical coverage of rail services. However, since a faulty train cannot be easily removed or overtaken, a rail/metro system is highly vulnerable to system breakdowns which could entail significant reductions in system quality. Suitable intervention strategies therefore have to be developed to manage rail system emergencies. The aim of this article is to provide a method to determine optimal intervention strategies in the case of a metro system failure. Since in real contexts an exhaustive approach has to be excluded due to the huge number of alternative solutions to be evaluated, it is necessary to adopt or develop appropriate algorithms to obtain sub-optimal solutions within suitable computational times. Hence a Neighbourhood Search Algorithm to identify the optimal solution is applied and tested in the case of a real metro line in order to show the feasibility of our proposal.

Recent research has demonstrated considerable potential for artificial soils to be designed for carbon capture. The incorporation of quarry fines enables the accumulation of atmospheric CO₂ in newly formed carbonate minerals. However, the rate and trajectory of carbon accumulation has been little studied. The relative contribution of biotic (e.g. vegetation, micro-organisms) and abiotic (water, light, temperature) factors to the carbonation process is also unknown. This article presents a sustainability framework which aims to determine the multi-functionality of soils to which fines have been added not only in their role as carbon sinks but also in their role of providing additional opportunities for improvement to ecosystem services. Such frameworks are required specifically where land designed for CO₂ capture must also provide other ecosystem services, such as flood mitigation and biodiversity conservation. land within linear transport infrastructure provides a case study, focusing on 238,000 ha of vegetated land associated with roadside verges in the UK. Hypothetically this area could remove 2.5 t CO₂ per year from the atmosphere, equivalent to 1% 2011 total UK emissions or 2% of current transport emissions and saving an equivalent of £1.1 billion in non-traded mitigation values. roadside verges should be designed to minimize flooding onto the highway and perform other important functions such as removal of dust and suspended solids from surface waters. Vegetation on 30,000 ha of railway land also provides opportunities for carbon sequestration, but management of this vegetation is subject to similar constraints to protect the rail tracks from debris extending from autumn leaves to fallen trees.

Since the positive effects of active travelling modes are widely proven, the need for propagating them is evident to counteract serious health and environmental problems. The modal share of bicycles can be stimulated by providing sufficient bike sharing systems that allow better access to this active travelling mode. Taking the decision how to introduce bike sharing is in most cases very time consuming and requires a lot of know-how. The austrian project PlanBiSS is dedicated to the development of methods and strategies which enable an anticipatory planning of such a bike sharing scheme. For this purpose, potential users’ requirements regarding input data, output data and setting options have to be determined in a first step in order to obtain knowledge about their expectations towards a bike sharing planning system. We conducted 16 interviews with international and national bike sharing experts as well as planning experts. On the whole, the results represent a basis to develop a planning system that meets the customers’ expectations and needs and that facilitates the dissemination of bike sharing systems.

The main objective of this article is to illustrate the importance that Transmilenio and cycling have had on the inhabitants living in the periphery of bogota and Soacha, based on surveys conducted among residents. Even though there is no legally confirmed metropolitan area between bogotá and Soacha, there does exist a real conurbation, which has led to a relationship of economic dependence between the conurbated municipality of Soacha and the main city of bogotá, and one aspect of this is daily mobility. The question is then, has bogotá’s bus rapid Transport – Transmilenio – been an integrating agent and has it improved access to and from this megaproject of ciudad Verde?