The regularity is a key performance in the operation of a metro service, because it is normally affecting a large set of secondary performances: for example, punctuality, energy efficiency, economic efficiency and vehicles availability. Human behaviours are affecting the regularity by introducing deviations between planned and actual times in various operational phases of metro services: for example, dwelling times, acceleration/deceleration times, inversion times at terminus and headways themselves. The variability in passengers’ flows is one of the most relevant parameters affecting mainly dwelling times and finally headways themselves. In this framework, this article is specifically presenting the results of experimental surveys on metro services operating in rome (lines a and B). On these lines, a systematic counting of passengers boarding and alighting in the most crowded stations, combined with simultaneous measurement of actual dwelling times and headways, has been performed. The collected results have been analysed, cleaned by inconsistent data and statistically interrelated looking for significant trends to compare with the most consolidated theoretical models and to quantify the effects in line with the literature developments, including those by the authors themselves. Finally, the focus is on the most relevant quantitative outputs and the mainly identified and outlined further research needs.

The vast majority of studies on urban travel demand focus on the effect on the demand of one travel mode given a change in the characteristics of that same transport mode, for example, own-elasticities. comparatively little is known about cross-elasticities of demand. In particular, there is a need for a better understanding of the underlying mechanisms of modal substitution, that is a better understanding of cross-modal diversion factors (Dfs) defined as the proportion of people who leave mode a and switch to mode b. The purpose of this article is to investigate what factors explain variations in Dfs across transport modes, submarkets and policy measures. using a recently developed empirical travel mode choice model for the Oslo area, we simulate over 10,000 different Dfs by systematically changing the underlying transport modes, submarkets and policies (size, direction and type of change). With descrip- tive statistics, we show how the Dfs vary on a general level. most results are immediately intuitive, for example that car drivers mostly substitute to walk for short-distance trips but that those Dfs diminish rapidly with increasing distance. Interestingly, we find rather high Dfs across different forms of public transportation. With successive regression analyses we show that the number of available alternatives and relative market shares significantly affect Dfs.

The number of urban residents is growing by nearly 60 million people every year. With the growth of cities and urban population, cities are becoming more and more the centre of worldwide development. Being the centre of growth, cities have the additional responsibility to make development activities more sustainable and environmental friendly. Increasing urbanization requires new and innovative ways to manage the complexity of urban living and to target problems of energy consumption, resource man- agement and environmental protection. The present study is mostly based on investigating managers of transport and forwarding companies, public transport administrators and city board representatives within the Pomeranian region. Moreover, research is carried out on the analysis of practical solutions in the field of smart mobility solutions in European urban areas, documents of the European Commission and the publications prepared by industry associations. The theoretical part of the article is based on existing materials from public resources and author’s research experience. The study result is an authorial framework of goods’ and people’s transport organizer within metropolitan areas with conceptual modelling of their functions. Thus, the organizer’s specialization does not depend on the subject of transportation, and their range comprehensively covers goods flows as well as passengers’ transportation. Analysis of solutions within goods and people flows within the metropolitan areas and the studies carried out on the basis of investigating key stakeholders shows that the best way within smart mobility concepts is employing specialized integrator – City Transport Organizer.

In a 2015 study, policy measures to promote electric mobility were examined with regard to their acceptance by consumers in 20 countries on five continents. results of a choice-based conjoint analysis showed that people appreciate monetary incentives; however, the application of the Kano method to detect dissatisfaction with missing features revealed that charging networks are absolute must-haves. In the same 20 countries, the present article examines the actual effects of three kinds of policy measures: monetary incentives, traffic regulations in favour of electric vehicles (eVs), and investments in charging infrastructure. The outcome variable was the percentage of new registered eVs in 2016. all policy measures had positive direct effects; however, the number of existing charging stations as a moderator increased the effect of monetary measures over proportionately. The widespread uptake of eVs has been challenged by the problem that people do not accept eVs as long as the number of charging stations is insufficient, and the low number of eVs has not stimulated sufficient demand for charging stations yet. The results demonstrate how this ‘chicken or the egg’ dilemma will be resolved over time as soon as a sufficient number of charging stations are available. because the effects of monetary measures and charging stations reinforce each other and the number of charging stations is accumulative, governments will be able to offer fewer and fewer monetary incentives to produce the same promoting effects.

This research addresses the issue of sustainability of high-income monofunctional urban structures sprawled within the city, considering as case study Alphaville Barueri residential condominiums in the metropolitan area of São Paulo. The aim was to investigate how these spatial structures are truly sustainable by checking their environmental efficiency according to their mobility behavioural pattern. The methodology used was to calculate the estimated transportation diseconomies produced by these sprawled urban structures through their quantification and establishment of monetary value to three indexes of environmental costs – fuel consumption, air emissions and time in congestion – and then to compare the results of the study case (the Alphaville Barueri residential condominiums) with the results of three control areas (the districts of Morumbi, Alto de Pinheiros and Pacaembu), which have been defined according to their similarity of urban design and socio-economic profile, but with different location taking into consideration the centre of the metropolis. The results pointed out that the Alphaville Barueri residential condominiums are not environmentally efficient in accordance with the defined criteria, when compared to the results of all three control areas, even if one of these areas, Morumbi, showed to be less environmentally efficient than all areas, including the case study.

Build–operate–transfer (BOT) model is extensively used by many governments throughout the world for the realization of large-scale transportation projects. As a rapidly developing economy, Turkey is also increasingly referring to the use of the project finance model for delivering large-scale transport, energy and healthcare projects. Istanbul, located between Asia and europe, is one of the most important economic centres of the country. Based on this model, rapid urbanization and population growth are taking place in the city. Growing concerns over the insufficiency of the existing two bridges in meeting the traffic demands of cross-continental transport in Istanbul have urged central and local governments to find a solution for the traffic congestion problem. As a result, the government of Turkey has announced plans for building a new bridge to connect the european and Asian sides in early 2011. The construction of the new Bosphorus Strait Crossing Project which has started in 2012 is expected to be completed by 2015. however, since its launch, the project faced many diverse challenges such as delayed tendering, legal disputes, financial problems and social opposition. This study aims at exploring the problems experienced and the solutions developed as a response to these problems in the implementation and management of the third Bosphorus Bridge and the Northern Marmara Motorway Project using a case study approach. To achieve this objective, necessary data regarding the tendering process were collected from various sources. The conclusion provided at the end of this case study is expected to enhance our understanding of the use of BOT model for transport projects and risk allocation between different actors. Both public and private sector participants that are involved in delivering transport projects using the BOT model may benefit from the findings of this study.

Many existing industrial solutions for transportation services assume tightly controlled optimization scenarios where the price does not take a centre role, yet these models heavily rely on long-term business relationships between shippers and carriers. a number of solutions have been proposed for auction-based marketplaces with market-clearing property models, where supply and demand dictate the price and through innovation and improve transparency and efficiency. The overall objectives of these efforts are aimed at finding a balance that assures maximizing capital efficiency, maximizing customer satisfaction and minimizing logistical complexity, hence maximizing scalability. Some uber- like experiences have recently emerged, introducing fresh perspectives and putting back the spotlight on the potential of digital markets in transportation industry. In this article, we take a look at how the ideas of digital marketplaces have evolved over time and specifically consider how the lessons learned can be applied in last-mile urban logistics. We also present a prototype marketplace for urban city logistics and draw initial conclusions.

The Saudi arabian government is investing more than $22 billion to build a metro system in riyadh, with a total length of 176 km across 6 lines and 85 stations. The metro network has been under construction since 2013 and is expected to be in operation by 2019. One of the biggest challenges faced by the authorities early on is as to how to manage traffic during the construction period especially that the metro lines running along some of the busiest corridors in the city. Specifically, the construction of Metro Line 5 was expected to cause major disruptions due to several reasons, among them are significant traffic volume uses this main road; wide extent of construction works (very large worksites, undertaken at busy junctions); concurrent execution of other infrastructure projects in the vicinity; and the presence of more than 20 government entities along the road. In this regard, a comprehensive Strategic Traffic Management Plan for Line 5 was developed based on the state-of-the-art traffic manage- ment practices, supplemented by innovative and outside the box concepts. The plan included physical measures such as converting major roads into temporary one-way roads, parking management, junction improvements, modifications to traffic signals as well as soft measures such as shifting working hours for some government entities and a very aggressive community outreach programme. The plan was implemented in 2015, and was well received by the general public in addition to the key stakeholders. This article presents the thinking behind the development of this plan – including a benchmarking exercise against projects of similar nature/scale, adopted methodology, challenges faced, expectations of the plans’ performance before implementation as well as the results after the implementation of the plan. This successful story could be a good case study for forward thinking of managing traffic in mega infrastructure and urban transport projects.

Deregulation and/or privatization of railway systems has been adapted in many developed countries, aimed at improving economic performance. literature on railway performance mainly focuses on the effects of reforms and on liberalization itself as well as measuring performance indicators for the management of assets in the railway industry. although these management reforms on the maintenance and operations of rail infrastructures are generally found to have contributed to improving trends of rail safety and safety performance, there is not much evidence from research to support this. There is also little work on how the lessons from restructuring can apply in developing countries. Identifying approaches that can revitalize railways in developing and emerging economies while raising standards of safety and operational performance is the objective of this article. Presented are some of the specific lessons from developed countries and how they can be applied in developing economies’ railways, noting that it is not generally feasible to adopt best practices because of social and/or economic constraints. Only where there is a significant foreign investor is there the potential to replicate best in class technology and operational practices, so the presentation will identify areas where less well-funded railways can adopt lessons from developed countries – using both historical and current international benchmarks. The originality of this approach lies in establishing the relationship between performance and safety in the era of reforms and liberalization of the rail industry. The article analyses publicly available data to suggest how rail safety considerations have impacted in a more general way upon railway performance, and by extension, derive lessons for emerging and developing economies.