Phone call elasticity of city travel in Ahmedabad

Roy, Proteek Chandan; Zuidgeest, Mark; Martínez, Javier; Miscione, Gianluca; Maarseveen, M.F.A.M. van

doi:10.1016/j.tbs.2014.07.001

Cited by 5 publications

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“…Apart from its linkage with economic activity, transport is also closely linked to human well-being (Delbosc, 2012;Spinney et al, 2009), quality of life (de Groot & Steg, 2006;Carse, 2011), social equity (Boschmann & Kwan, 2008) and social inclusion (Grengs, 2001) through the provision of basic transport options and services to access social and economic opportunities. Recognising that transport is (mainly) a means to an end, the focus of contemporary transport research is gradually shifting away from the old mobility paradigm where travel demand was typically catered for by infrastructure expansion (so-called predict-provide-manage approach) to one focusing on accessibility (Akinyemi & Zuidgeest, 2002;Huizenga & Leather, 2012) and where New Mobility options and their impacts are explored (Sheller & Urry, 2006;Schwanen et al, 2006;Roy et al, 2012). Accessibility looks at people and their proximity to opportunities rather than vehicular travel per se.…”

Section: Transport -Developmentmentioning

confidence: 99%

Shifting to low-carbon transport in Asean : policy development in a rapidly motorising region

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The modal structure with which the demand is met consists of road, rail, water and air for freight, while for passenger transport a large diversity of modes is distinguished, including car, taxi, motorcycle, tricycle, bus, train, metro, walking, bicycle, boat, airplane, and a variety of modified vehicles used in informal public transport. In developed countries, e.g. the EU, modal shares have been remarkably stable in the past decade (EEA, 2016). In developing regions, due to rapid motorisation, car travel is growing rapidly-both in absolute and relative terms-, often resulting in a decrease in public and non-motorised mode shares (Clean Air Asia, 2012). Private motorisation levels, especially car ownership, is however still substantially below values found in developed countries (OECD/ITF, 2017). per capita income ranging from US$ 1,198 (Cambodia) to US$ 52,744 (Singapore) in 2015-2016 (ASEAN, 2017), urbanisation rates between 21% (Laos) to 100% (Singapore) in 2015 (World Bank, 2016), and open democracies such as Indonesia and the Philippines, to socialist states (Vietnam, Laos), a one-party democracy (Cambodia) and a country under military rule (Thailand). Such differences are also apparent in the Worldwide Governance Indicators (World Bank, 2017), in which for five out of six indicators the countries cover nearly the entire scale, i.e. from less than 10 to over 90. For the three indicators Government Effectiveness, Regulatory Quality and Rule of Law, Singapore scores over 95, while Myanmar, Laos and Cambodia are roughly between 5 and 30. For Voice and Accountability, the 1.3.2 Sustainable development and transport policy and planning Ever since its conception in the Brundtland report, the term 'sustainable development' has been criticised for its lack of clarity and difficulty to operationalise into concrete policy goals (Litman & Burwell, 2006). However, as an objective for the global community to develop in a fashion that 'meets the need of the present Approaches to transport planning have evolved from facilitating movement of private vehicles ('predict and provide', or demand-driven) to a more balanced set of interventions in which transport demand management (Buchanan, 1963) plays an important role. Such supply-driven approaches and paradigms have been developed using different terms, such as 'manage and predict' (Zuidgeest, 2005), 'the sustainable mobility paradigm' (Banister, 2008), 'accessibility' (OECD/ITF, 2017) and Avoid-Shift-Improve (Dalkmann & Brannigan, 2007). The essence of these more holistic frameworks is that transport policy and planning need to reflect a wide range of goals including access, equity, environment, safety, liveability, energy security, rather than a narrow focus on vehicular movement. For decarbonising the transport sector, changes in, on the one hand, the transport and land-use systems (i.e. the way mobility of people and goods is organised and used) and, on the other hand, vehicle and fuel technologies, are required (OECD/ITF, 2017; PPMC, 2017; Chapman, 2007). These are two ...

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