Urban Transport

The first step has been taken in the effort to develop a microscopic simulation model of mixed motor vehicle and bicycle traffic over an entire network. The primary objective was to develop the main algorithm of BICycle SIMulator and translate it into a working computer program. To achieve the goal, the gaps in the existing literature were filled by data collected at the University of Delaware campus in Newark. An equation of mixed bicycle and motor vehicle following was developed and used for the representation of longitudinal interaction of vehicles. The program was implemented in C+plus; programming language and tested on real-world data. The resulting software is the first in the world to allow the inclusion of bicyclists in the analysis of urban transportation by the means of microscopic simulation.

Under contract with the Florida Department of Transportation (FDOT), the Center for Urban Transportation Research (CUTR) was asked to develop repair time standards for transit vehicles. This report identifies the process used to define the standards and identifies the actual time standards developed for each of the tasks associated with repairs.

With rising population and increasing migration to the cities, it is expected that the urban population will increase and many more metropolitan cities will arise. Urban transport will also increase due to the high growth in population, travel demand and vehicles. In this paper, we look at the growth in vehicles and travel demand up to 2020, assuming business as usual, high GDP growth and low GDP growth scenarios for Mumbai and Delhi assuming a certain population growth. The consequent energy needs and local and global environment implications are studied. The case studies demonstrate that despite similar population and higher per capita GDP, due to the higher share of public bus transport and suburban railway system, the Mumbai transport results in 60% less energy and emissions compared to Delhi. This picture may change in the future with the introduction of metro in Delhi, but basic differences remain even in 2020, perhaps also due to the different urban design. The vehicle stock increases nearly three times in both cities in 23 years due to the increase in population, migration and economic growth. However, the vehicle ownership per 1000 persons only doubles and is far lower in 2020, even compared to the present world average ownership. Emissions, however, do not rise as much due to the introduction of more efficient vehicles and fuels, such as CNG or battery operated vehicles. The high share of public transport also helps. The effects of various policies, such as urban design, suburban railway system, transport management, control practices, etc. are very important.

This is a comparative study of the levels of government subvention in urban public transport in European cities. It was carried out by the Department of Economics in University College Dublin for the Department of Public Enterprise. The report presents the comparative analysis for cities and also provides summary tables by country on public subvention of urban transport systems

More than half of the global population now lives in towns and cities. At the same time, transport has become the highest single energy-consuming human activity. Hence, one of the major topics today is the reduction of urban transport demand and of energy consumption in cities. In this article we focused on the whole package of instruments that can reduce energy consumption and transport demand in Belgrade, a city that is currently at a major crossroad. Belgrade can prevent a dramatic increase in energy consumption and CO2 emissions (and mitigate the negative local environmental effects of traffic congestion, traffic accidents and air pollution), only if it: 1) implements a more decisive strategy to limit private vehicles use while its level of car passenger km (PKT) is still relatively low; 2) does not try to solve its transport problems only by trying to build urban road infrastructure (bridges and ring roads); and 3) if it continues to provide priority movement for buses (a domin...

Smart, sustainable and safe cities. But how can a traditional metropolis achieve this complex aim? What facts are go handed together with the sustainability and the safety expected by the townsmen? How could we improve our city better all by ourselves? What kinds of technological side has got a smart city’s construction and development? We could easily illustrate the answers several numbers from among the urban infrastructures. At the same time in our sight the urban traffic infrastructure in the city's fabric such as the vascular system which encompassed human bodies. The vehicular traffic in cities is almost look likes the flow of the blood in our body. Accordingly, we will point out the local transport system of the city only subjective way. The reason of the above applied method is that we would like to analyze the main qualities of the clever city transport subsystem.

با توجه به رشد روزافزون مالکیت وسیله نقلیه در کشورهای مختلف و نقش برجسته آن در زندگی اجتماعی و اقتصادی جوامع، تلاش بسیاری به منظور شناسایی عوامل موثر در افزایش مالکیت خودرو شده است. هدف از این پژوهش انجام مطالعه تطبیقی به منظور شناسایی این عوامل موثر در کشورهای توسعه یافته نسبت به کشورهای در حال توسعه است تا بتوان تا انجا که امکان دارد از سیاستهای موثر در کاهش مالکیت خودرو استفاده نمود. با استفاده از اطلاعات دادههای همفزون (در سطح ناحیه) مربوط به مطالعات جامع مشهد و کلن، مدلهای رگرسیون خطی تهیه گردیده و عوامل اثرگذار بر مالکیت وسیله نقلیه در سطح همفزون به همراه نحوه اثرگذازی مورد بررسی قرار گرفته است. یافته های این تحقیق نشان می دهند که سهم جمعیت نوجوان، سهم واحد مسکونی، چگالی جمعیت ناحیه و میانگین بعد خانوار متغیرهای مشترکی بودند که اثر مشابهی بر مالکیت وسیله نقلیه در هر دو شهر داشتند. اما اثر سهم جمعیت بیوه در هر شهر متفاوت بود. در کلن اثر سهم جمعیت میانسال و لگاریتم سهم افراد بیکار ظاهر شد. تاثیرگذاری متغیرهای شبکه و شرایط حمل ونقل عمومی در مالکیت خودرو در مشهد قابل توجه است. این امر اهمیت سیاست گذاری و برنامه ریزی در جهت اجرای سیستم های حمل و نقل عمومی برای کنترل مالکیت خودروی شخصی و در نتیجه استفاده از آن را نشان می دهد.

Latin America is among the most urbanized regions of the world with relatively high motorization levels compared with the rest of the developing world. The automotive air pollution problem in Latin America is essentially a metropolitan problem, resulting from rapid and uncontrolled urban growth, increasing traffic congestion, inadequate urban transport infrastructure and services, and an aging and obsolete motor vehicle fleet. The problem is exacerbated by the vulnerable and sensitive physical location of the urban centers in the region. The paper discusses the size of the population in Latin America at risk, the magnitude of health costs associated with elevated levels of air pollution and the contribution of motor vehicles to the problem. The regional motorization characteristics and trends are analyzed, including certain similarities with industrialized countries. As some Latin American countries directed attention towards automotive air pollution long before other developing countries, there is a large body of practical and innovative pollution control experience in Brazil, Chile and Mexico from which other countries in the region could benefit.

The paper is a summary of different kinds of sources linked to the role of automotive industry in shaping mobility in future cities. This research fills existing research gap, identified in previous research, and also presented in the Introduction and Literature review sections. The research was conducted with the use of systematic literature review. Research results describe the role of cars in future urban mobility systems and the solutions helping to meet new mobility requirements of urban residents.

This analysis examines an innovative approach to transportation policy in Curitiba, Brazil. Curitiba is a city of 1.6 million residents that has grown fourfold in the last 30 years. Unlike many cities, quality of life and transportation has not been a casualty of growth. Curitiba's transportation system actively helps residents obtain the benefits of growth, including access to jobs, homes,

This paper conducts a preliminary analysis of detailed user data of bike share programs in three US cities: New York, Boston and Chicago. Usage shares by gender and location are mapped and discussed. Possible reasons for usage differences are presented and planning and policy implications are offered. Many more men than women use bike share in all three cities. The difference is generally by close to an order of magnitude. Thus the gender split in regular bike usage is mirrored in bike share in Boston, Chicago and New York. 2

Streszczenie. Wraz ze zwiększającymi się wymaganiami w zakresie ochrony środowiska, zwiększa się nacisk na zmniejszanie emisji, tak na poziomie krajowym, jak i lokalnym. Opracowywane ostatnio w Polsce plany gospodarki niskoemisyjnej mają w sposób zintegrowany i przy wykorzystaniu wszystkich dostępnych niskoemisyjnych technologii oraz dobrych praktyk ograniczyć wpływ na środowisko, zarówno przemysłu lokalnego, jak i gospodarstw domowych. Obejmują one między innymi sektor transportu, który jest wykorzystywany w każdym z pozostałych sektorów i oddziałuję na nie. W artykule przeanalizowano wpływ transportu miejskiego na środowisko proponując działania ograniczające. Przedstawiono również aktualne regulacje prawne i metody promujące wdrażanie niskoemisyjnych rozwiązań w transporcie miejskim. Wprowadzenie coraz bardziej restrykcyjnych norm emisji spalin (np. Euro 6) m.in. dla autobusów napędzanych silnikami konwencjonalnymi (tj. benzynowymi, dieslowymi i gazowymi), nie wpłynęło znacząco na minimalizację emisji spalin i hałasu. Dopiero od kilku lat przeprowadzane są testy mające na celu zastąpienie ich autobusami z napędem niekonwencjonalnym, w tym elektrycznym. Dla oszacowania efektów ekologicznych przeprowadzono ocenę wpływu z wykorzystaniem metody śladu węglowego (redukcji CO 2eq) dla przewozu pasażerów oraz oszacowano i porównano koszty związane z eksploatacją autobusów elektrycznych.

Deriving from extensive analysis of quantitative survey data in Austria, this chapter focuses on the importance that inherited presuppositions play in the processes of planning and implementation. In a majority of European countries, cycling is considered to play a significant role in a sustainable urban transport system, after decades of car dominance captivating the thoughts and actions of decision-makers and thus appears in transport policy documents ranging from local to national level.
However, when actual measures are implemented, mental barriers of decision makers surface and this often leads to suboptimal results. Mental barriers are shown most clearly in resistance to innovation adoption, a phenomenon well documented in social science. In this context, the resistance to innovation adoption causes reservations and limiting beliefs that hinder decision-makers in the introduction of suitable solutions for everyday and every-use cycling.
The chapter addresses quantitatively two primary questions relating to mental barriers clearly revealed in the analysis of planning processes: of what are mental barriers comprised, and where do they exist? Our quantitative exploration points the way towards two possible approaches to overcome mental barriers: social pressure upon and self-experience by decision-makers.

The past emphasis in this conference series has been on the best ways to deregulate regulated public transport markets. This workshop reverses this process by examining the best ways to regulate deregulated public transport markets. A hierarchy of regulatory needs is identified and three hybrid models examined, based loosely on experience from Great Britain, New Zealand and Sweden. It is argued that deregulated public transport markets are a global phenomenon but regulatory measures should reflect local requirements. The resultant process of glocalisation might result in regulatory measures that focus on the rules of law and their enforcement in emerging public transport markets (such as urban transport in Sub Saharan Africa and for the soon to be competitive inter urban market in Germany) but that focus on guidance for network integration and incentivisation for welfare maximisation in more mature public transport markets (as in Great Britain, New Zealand and Sweden).

Avec plus de 3 000 000 d’habitants, la Ville de Douala, capitale économique du Cameroun, abrite 65 % des grandes entreprises et 60 % des PME. Malgré les efforts consentis pour règlementer la circulation et le partage de la voirie, le transport urbain de marchandises reste le ventre mou des politiques publiques de mobilité dans la ville.

Cycling as a transport mode has gradually become more attractive in cities during the last 10 years. However, not all cities give due consideration to cycling issues in the planning process. In many transport systems, cycling and issues of vélomobility are still neglected. Recent research considers several aspects of cycling, however, few studies have shown why differences in for example modal split and bicycle infrastructure exist between cities. This article deals with the differences in cycling issues between Copenhagen and Stockholm and furthermore why such differences occur in these two Scandinavian capitals. The focus here is on transport planning and the dissimilarities in the structures and aspects that have affected the thinking of planners and politicians and the planning outcomes in these two cities. Questions of marginalisation of cyclists in the public space and different planning politics or politics of vélomobility are touched upon. The results are set in a theoretical frame of power relations, mobility theory and political economies. The results show that these two cities have very different planning approaches and economic, structural and cultural presumptions leading to the fact that Copenhagen prioritises cycling, whereas Stockholm focuses more on facilitating public transport and motorised modes of person transport.

Правилно планираната транспортна инфраструктура е много важен елемент за изправилите се пред нарастващата моторизация съвременни градове. Еволюцията на формата на града въздейства съществено върху локалните транспортни системи и изборът на средствa за придвижване. Моделите за градско и транспортно развитие са взаимнозависими, и връзките им са комплексни и динамични. Местоположението, градската гъстота и миксът от функции повлияват върху начините ни на придвижване, включително изминато разстояние, време, себестойност, сигурност, удобство, маршрут, паркиране. Наличните функции и застрояване често подтикват хората да пътуват основно с личен моторизиран траспорт, а правилно планираните градски системи могат да ограничат това. В днешни дни повече от всякога е очевидно, че интегрираният и съгласуван подход в градкото и транспортното планиране е съществено важен за осигуряване на устойчиво бъдеще за градовете.

Ключови думи: устройствено планиране, транспортна система, градска форма.

ABSTRACT: Appropriate planned transportation infrastructure is in great importance for the contemporary cities facing the fact of ever-increasing motorization. The evolution of urban form has a great influence on local transportation systems and on travel modes preferences. Transportation and urban development patterns are interdependent, influencing each-other in complex and dynamic ways. The location, intensity and mix of land uses associated with urban development determine whether and how we travel, including: distance, time, cost, safety, comfort, travel route, parking. Land-use patterns and the build environment often force people to use private motorized transport and the proper planning can reduce these needs. Nowadays it is more obvious than ever that integrated and coordinated approach in urban and transportation planning is crucial for ensuring a sustainable urban future.

A B S T R A C T A city can be divided into areas that are served by transit and those that are not. In this study, the former is referred to as " transit-served areas (TSAs) ". To quantify, monitor and visualise the TSAs of the Southeast Queensland (SEQ), this study analyses half-year smartcard data between 2012 and 2013 from TransLink, the transit agency for SEQR For scenarios are prescribed and four corresponding metrics (the minimum, actual, random and maximum travels) are calculated, which reflect transit riders' different levels of elasticity of distance travelled (EDT) relative to the cost of travel within or between TSAs and how transit riders could possibly travel as EDT varies. The total trips generated by or attracted to TSA and the temporal and spatial variations of these metrics across days are used to monitor TSAs, especially transit trips within or between them. The results indicate that transit trips attracted to, and generated by TSA and transit trips between TSAs vary significantly over time and across space. Across the scenarios, the temporal variance tends to be larger as EDT becomes more inelastic. The above results provide useful references for decision-makers to understand better the ranges of transit demand (by TSA) across the space and time when EDT is a variable.

The integration of transport and land use planning is widely recognized as essential to the achievement of sustainable development. The concept of accessibility-or what and how can be reached from a given point in space-can provide a useful conceptual framework for this integration. More specifically, a shift of focus in urban transport planning from catering for mobility to catering for accessibility helps see how more sustainable transport options can, under certain land use conditions, provide a competitive degree of accessibility that matches less sustainable options. The authors have used the concept of accessibility as a framework for the interactive design of integrated transport and land use plans in two areas of the Netherlands. The objective of these exercises was identifying solutions where economic, social, and environmental goals could be combined, defined as the achievement of 'sustainable accessibility'. The existing situation has been evaluated, and alternative plans have been developed. In this paper we reflect on these experiences and sketch the way forward, with a focus on the methodological aspects of the undertaking. In this respect, a major challenge is finding a workable balance between an accessibility measure that is theoretically and empirically sound and one that is sufficiently plain to be usefully employed in interactive, creative plan-making processes. q

j o u r n a l h o m e p a g e : w w w . e l s e v i e r . c o m / l o c a t e / t r e underutilized links in favor of concentrating flow on hub edges and better utilization of facilities operating there. As a result of this flow concentration, economies of scale can be exploited by using more efficient transporters on the hub links.

En el presente documento se investigan y representan los patrones de ocupación de las mujeres en las unidades de transporte público de la Zona Metropolitana de Monterrey con un  enfoque socioespacial diferenciado por el efecto  de la violencia de género. Se incluyen antecedentes teóricos  de los  estudios  urbanos  basada en género, violencia, paisajes  invisibles,  miedo y memoria, así como de los imaginarios urbanos, para, finalmente, establecer un vínculo con la movilidad urbana, en particular,con el transportepúblico, asimilado como una extensión del espacio público. Asimismo,  se  describe  la  metodología  mixta  implementada,  cuya  conformación  incorpora  la  utilización  de  herramientas gráficas  que facilitan la representación e interpretación de las  dinámicas  de las mujeres  en la ocupación de las  unidades  de transporte  público,  con  las  cuales  se  producen  patrones  diferenciados  de  acuerdo  con  el  horario,  la  ubicación  del  asiento elegido  y  las  experiencias  propias  en  materia  de  violencia  de  género  que  sirven  como  representación  de  la  población involucrada en el imaginario urbano. Finalmente, se reflexiona sobre los diversos obstáculos socioespaciales para la utilización y la ocupación justa y equitativa del transporte público como parte del derecho a la ciudad y sobre los hallazgos en materia de patrones de comportamiento como recurso  para  la  construcción  de  imaginarios  urbanos  del  miedo,  las  posibilidades  de  su  investigación  posterior  y  la incorporación o redelimitación de variables que permitan una mayor comprensión del problema expuesto.

Several research projects all over the world have considered transport pricing measures and policies as promising attempts to solve urgent traffic problems in urban areas. One important precondition for the successful implementation of pricing strategies is public acceptability. However, empirical findings have shown that the acceptability of such strategies is low. Until now economists have been looking for reasons for this refusal by analysing first of all socio-economic characteristics of the drivers concerned. But it is doubtful whether these alone have high explanatory value. Based on a heuristic acceptability model [IATSS Research 21 (1997) 134] different determinants of the acceptability of road pricing strategies are identified and analysed in more detail. A public acceptability survey was carried out in four European cities (N ¼ 952 motorists) to investigate two main questions. Firstly, how high is the current acceptability level of different urban transport pricing strategies? Secondly, do the factors as outlined in the acceptability model explain the level of acceptability? As expected, motoristsÕ stated acceptability of the investigated pricing strategies is rather low. Concerning the factors influencing the degree of acceptability the analyses showed that in particular the variables Ôsocial normÕ, Ôpersonal outcome expectationsÕ and the Ôperceived effectivenessÕ are positively related with the acceptability of pricing strategies. These variables account for nearly 40% of the criterion variance and thus can explain acceptability of such measures much better than the socio-economic variables included.

Algeria is ranked among the countries with a high number of traffic accidents, which causes several deaths and injuries each year. In this article we will put light on the causes of these accidents in the vast territory of Algeria which is located in Northen Africa and which has significant road infrastructures. We also intend to spread their distribution between urban and rural areas and their nature. We highlight the measures taken to reduce the number of such accidents , and to protect the lives of passengers and pedestrians by improving road networks safety inside and outside the cities. Finally we propose new measures to reduce accidents in highways and in different types of roads in Algeria.

In architecture and urban planning, the term ‘Human Scale’ is widely used. ‘Human Scale’ is much more than just industry jargon, it is the key to making indoor and outdoor spaces more human-centered, user friendly, and livable. Often, we use the term “human scale” to distinguish between those accessing the city on foot and those viewing it through a car window. Although both involve people, we use human s cale g enerally t o r efer t o p edestrians. M an is a walking being, and our senses are made perfectly for people to walk at around 5 kilometers per hour. But "motorism" confused a lot of architects and planners about what was a comfortable scale for human beings. The current research aims to make a review of existing literature on the problems of human scale and connectivity in the urban environment with focus on the location and pedestrian accessibility of public spaces and facilities. The collected data about the research problem is evaluated using the content analysis method.

Key words: Human scale, public space, pedestrian connectivity

Ulaşım, ölçeği ne olursa olsun ülkemiz kentlerinin hemen hepsinde kentlerin en önemli sorunlarından biri durumundadır. İmar plan değişiklikleriyle asıl hedeflerinden şaşan kentsel gelişme ulaşım ihtiyaçlarına cevap verilememektedir. Ulaşım planları bir yandan sürekli değişen planların ihtiyaçlarına ayak uydurmakta zorlanmakta, diğer yandan yasal çerçevedeki yetersizlikler ve belirsizlikler sorunların çözümünü güçleştirmektedir.

Yasalar yerel yönetimlere “ulaşım ana planlarının” hazırlanması yükümlülüğünü getirirken mekânsal planlama süreçleri ile ilişkisinin kurulması konusu tamamen karanlıkta kalmıştır. Kentlerimiz raylı sistem gerekliliğini göstermek için tanımlanan etütlerin kapsam ve süreçleriyle ulaşımdaki geleceklerini planlamaya çalışılırken diğer birçok toplutaşım ve ulaşım türüne yönelik planlama ölçütleri mevzuatta tanımlanmamış, yerel yöneticilerin öngörülerine bırakılmıştır. Ulaşım planlarının hazırlanması sürecindeki belirsizlikler ve mekânsal planlarla bütünleştirilmesindeki eksiklikler uygulamaya yansımakta sorunları daha da büyütmektedir. “Ulaşım Ana Planı” belgelerinin mekânsal planlarla etkileşimli olarak nasıl ve kimler tarafından hazırlanacağı, kimin onaylayacağı, güncelleme koşulları gibi konular yıllardır belirsizliğini korumaktadır.

Ulaşım planlama süreçlerindeki aktörler, yetkileri ve katılımcı karar alma sürecindeki rolleri her kentte ve her projede farklı bir şekilde işlemekte, bu konularda yasal çerçeve bulunmamaktadır. Bir örnekte sivil toplum kuruluşlarının sürece katılımı sağlanırken başka bir örnekte kararlardan en son haber alan gruplar olmaktadır.

Bildiride mekânsal planlama ve ulaşım planlaması arasındaki bütünlüğün sağlanması açısından mevcut yasal çerçeve, aktörler, kurumlar ve karar alma süreçleri değerlendirilmekte, aksaklıklar ve eksiklikler tanımlanmakta, mevcut uygulamalardaki yanlışlıklar örnekler ile açıklanmaktadır. Karar süreçlerinin ve aktörlerin ayrıntılı analizi sonucunda yeni bir süreç ve bu sürecin gereği olan kurumsal yapılanma önerisi geliştirilmektedir.

City is a supplier of services, and one of them is mobility. A majority of people use public transportation every day and it became an integral part of their day planning. Budapest is not an exception and sure enough the Hungarian capital is constantly working on the development of this service. We could see the new transportation hubs, automatic ticket machines, public bicycle-sharing hire system etc. But are these movements being made in the right direction? How to assess the city`s endeavor?
The article correlates the Budapest public transport transformation with the directives presented by the European Union in the White Paper “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” (2011). Moreover, the particular implementations of the city are put under the question of correspondence to the Smart City goals.
The cumulative case study method and comparative method were used in order to reach the objectives of the research
The article is divided into the following sections: shift to the rail and water transport; shift to the electric, hydrogen and hybrid cars; increase in bicycle usage; “last-mile” issue (door-to-door mobility); multi-modal travel scheduling; integrated ticketing. In each section the actual progress of Budapest towards the issue and its relevance to the EU goals and expectations will be found.
The article will give reader a possibility to understand if Budapest public mobility system transformation is really moving towards the Smart City concept. Exceptional value will be found by the public administration managers since adopted policies of Budapest and its impacts can both safeguard from typical mistakes or give an incentive to realization of particular ideas.

Keywords: Smart mobility, European Union, transport policy, White Paper.

Public–Private Partnerships (PPPs) have been utilized extensively in both developed and developing countries to provide various public services and infrastructure. The literature points to many common critical success factors, including a mature financial market, transparent regulatory framework, advanced technology, and people's acceptance of new forms, but those can vary from country to country. South Korea's mature market capitalist system and strong regulatory framework have led to somewhat successful infrastructure provision through PPPs at the national level, but as our two cases of urban transportation in the Seoul Metropolitan Area indicate, local-level PPPs have demonstrated mixed results. By elaborating on the factors that affect the outcomes of PPPs at the local level, we argue that under a relatively new local democracy, Korean cities are likely to be susceptible to producing unfair contracts mainly due to limited local fiscal authority and resources, opportunistic behavior of local politicians , an underdeveloped urban institutional framework for PPPs, and the rise of new conditions such as economic nationalism intermixed with speculative foreign investment.

The monitoring of urban land use change forms an integral part of the regional planning process whereby policies and strategic plans are reviewed and updated. This task typically involves the identification of emerging land use patterns which are normally linked with other planning statistics such as employment, housing and population before the full significance of land use change are apparent. This requires planning programme to be adapted during their implementation as and when incoming information requires such change. Among the myriad of urbanisation issues faced by the local authorities in Klang Valley region includes traffic congestion, provision of housing and amenities and declining environmental situation. With a rational planning approach, the quality of planning and decision making process can be substantially improved with valid data appropriately and efficiently handled. Against this background, this paper will discuss and demonstrates the design and development of a GIS database as well as the customised applications for planning and monitoring the development of the region. The database was designed and developed to support ten application modules namely built up area, green and recreational areas, traffic and urban transport, squatter and low-cost housing, environment, utilities and community services, industrial and commercial development, population and socioeconomic, tourism facilities and geohazard. This required as many as more than 100 map layers including base map, administrative boundary, physical characteristics, environmental quality, traffic and urban transport, green and recreational areas, public facilities and utilities. Above all the application and analysis, a user interface and modelling was developed to facilitate an easy and friendly use of the system. Lastly, a web-based GIS for Klang Valley was also developed to integrate the data set and to encourage data sharing between various agencies involve in shaping the urban environment in Klang Valley region.

This study aims to identify the factors that influence the development of
Ankara’s urban transport system and to assess the effects of influencing
groups and actors (referred to as assemblages in this study) on urban and transportation development of Eskişehir Road Corridor in relation with economic development, political decisions, institutional and legal frameworks.

The thesis adopts a multi-level analysis method for researching influencing developments and assemblage relationships shaping urban transport policies and practices. Multi-level research is carried out for international, national and local levels considering relations at each level and between different levels.

The analysis proved that management of a strong mayor together with its relationships with urban assemblages has been shaping urban transport
decisions in the case of Ankara, which have been in contradiction with urban transport master plan principles and often at the expense of public good while creating benefits for several commercial profit-oriented assemblages. However, the most influencing factor again becomes national economic and political preferences of governing parties considering historical trends, of which the study also provides a review. This entrepreneurialist development trend is not unique to the current Mayoral period even though it reached its most intensified form because of national economic development policies and political attitudes adopted after 1980. National governments contributed to this trend through not improving legal and institutional frameworks related to urban transport in parallel to increasing urban transport problems and
complexities.

https://www.waveland.com/browse.php?t=196&r=s|urban%20life
https://books.google.com.tr/books?id=9D5FDwAAQBAJ&pg=PA444&lpg=PA444&dq=%22berna+yazici%22&source=bl&ots=9oXGUhcnqg&sig=LhH71ChFYkJekU0Q3NcOzyewHwc&hl=en&sa=X&ved=0ahUKEwjRweeqldrYAhUNhaYKHSkcDto4ChDoAQhdMAg#v=onepage&q=%22berna%20yazici%22&f=false

The paper is a summary of different kinds of sources linked to the role of automotive industry in shaping mobility in future cities. This research fills existing research gap, identified in previous research, and also presented in the Introduction and Literature review sections. The research was conducted with the use of systematic literature review. Research results describe the role of cars in future urban mobility systems and the solutions helping to meet new mobility requirements of urban residents.

L’Algérie est classée parmi les pays qui enregistrent un nombre très élevé d’accidents de la circulation, lequel fait de nombreux morts et blessés chaque année. Dans cet article nous allons mettre la lumière sur les causes de ces accidents enregistrés dans le vaste territoire de ce pays situé en Afrique du Nord et disposant d’importantes infrastructures routières. Nous comptons également étaler leur répartition entre le milieu urbain et rural ainsi que leur nature. Il est question de mettre en relief les mesures prises pour réduire le nombre de ces accidents et protéger les vies des passagers et piétons en
améliorant la sécurité dans les réseaux routiers à l’intérieur et à l’extérieur des villes. Pour conclure nous proposons de nouvelles mesures pouvant contribuer dans la réduction des accidents qui continuent de se produire sur les autoroutes ainsi que les différents types de routes constituant le réseau
routier Algérien.
Mots-clés: Accidents de la circulation, mesures d’atténuation, causes d’accident, Algérie

Makalede Ankara kentsel ulaşım yapısının gelişim tarihçesi, Cumhuriyetin ilk yıllarından başlayarak 21. yüzyıl başına kadar incelenmekte, Ankara kentini ve ulaşım sistemini yönlendiren çeşitli etkenlerin rolü ve bunların ilişkileri netleştirmek amaçlanmaktadır. Bu amaçla 80 yıllık bir süreçte kentlinin ulaşım ihtiyaçlarını karşılamada kullandığı ulaşım türleri ve kentleşme yapısı, ekonomik koşulların farklılaştığı üç dönem altında incelenmiştir. Kentsel ulaşım sisteminde önceleri yaya ve hayvan gücüne dayalı ulaşım türleri ağırlıklıyken zamanla bunların yerini özel otomobiller, kaptı-kaçtılar, belediye otobüsleri, troleybüsler, minibüsler, taksi-dolmuşlar, taksiler ve raylı sistemler almıştır. Araştırma kapsamında, Ankara Belediyesi dokümanları incelenmiş, belediye görevlileri ile görüş-meler yapılmıştır. Ayrıca geçmişte Ankara kentsel ulaşımı üzerine yapılan akademik araştırmalar, çeşitli biçimdeki yayın ve belgeler çalışmaya ışık tutmuştur. Çalışma sonunda, ele alınan ulaşım türlerinin kent içi ulaşım kompozisyonundaki ağırlıklarının dönemin kaynaklarına ve merkezi ve yerel yönetimlerin kararlarına göre değiştiği görülmüştür. Troleybüs, taksi-dolmuş gibi bazı ulaşım türleri kentsel ulaşım sisteminden tamamen çıkmış, diğer yandan minibüs, taksi, özel halk otobüsü gibi ulaşım türleri de günün koşullarında en kolay çözüm olarak görülüp desteklenerek egemen hâle gelmiştir. 1990'lı yıllarda hayata geçen raylı sistemler yüksek düzeyde yolcu taşıma kapasitesiyle trafikte rahatlama beklentisi yaratmış ancak rekabet eden küçük işleticilerin rollerinin aynı kalması, güzergâhlarında hizmete devam etmeleri ve aynı dönemde hayata geçen karayolu yatırımı odaklı çözümler motorlu taşıt kullanımını teşvik etmiş ve kentiçi trafik düzeylerinin azalmasında beklenen olumlu etkiler sağlanamamıştır. Abstract This article analyses the development of Ankara's urban transport system from the early years of the Republic to the beginning of the twenty-first century with the purpose of clarifying the roles of various factors and relationships that define Ankara's urban structure and transport system. The city's urban structure and modes of urban transport that citizens use to fulfill their transport needs are evaluated in three periods under different economic conditions during the 80-year period at hand. Pedestrians and animal-powered urban transport modes were dominant in the early years, while the size and functions of the settlement led to the use of motorized modes including automobiles, taxi doluush (shared taxi), private and municipality buses, trolleybuses, minibuses, taxis and rail systems. The official documents of the Ankara Municipality and other sources were examined and interviews were held with municipality officials within the scope of the study. The study led to the conclusion that the share and importance of transport modes in the composition of the transport system was differentiated depending on economic conditions, the available resources of the period and the policies of decision makers at the national and local levels.