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Research on healthcare accessibility is developing with a focus on multimodal transport modes (MTMs) and multiple time-series variations. A dynamic traffic environment leads travelers to make distinct decisions at different time slots, which impacts spatiotemporal accessibility markedly. Our article proposes a methodological framework to measure spatiotemporal accessibility with multimodal transportation modes and its variation at multiple time series, while accounting for traffic congestion and the probability of residential transport mode choices in a dynamic traffic environment. We selected Nanjing, China, as the study area and pediatric clinic services (PCS) as specific healthcare services to estimate the spatiotemporal accessibility at four representative time slots. The results indicate that the weight estimation of travel time based on MTMs is more propitious than the travel time of single-mode to present real-world travel characteristics and reflects the spatiotemporal distribution and variation of services synthetically. Furthermore, the spatiotemporal accessibility variation of PCS in peripheral suburbs is more pronounced than that in urban centers and rural areas. This work holds pragmatic implications for policymakers in terms of services planning and allocation optimization to improve the equity of resource supply.

Optimization transportation cargo and passengers between ports and regions are very important, because industrial regions are located some distance from ports. The demand for energy request for the movement of transport is a necessity in the modern world. Transport and activity called transportation are used daily, everywhere, and a lot of energy is needed to power the various transport modes. Today different transport modes are being used to transport passengers and cargo. It is quite common to use road transport, which can transport passengers and cargo from door to door. Considering alternative possibilities (road, railway and/or inland waterway transport), it is important, based on theoretical and experimentation, to identify optimal solutions. In finding transport modes that are either most technically or economically effective, we could unearth possible solutions which would require minimal energy use. Unfortunately, with increased transportation, this often leads to traffic congestion on the roads, which requires additional energy (fuel). This situation generates requirements from many stakeholders in terms of finding ways to decrease the transportation time and energy (fuel) consumed by transport modes. A theoretical method evaluation is conducted on the optimal transportation possibility that minimizes transportation time and energy (fuel) use by employing graph theory, which is presented in this paper. The scientific contribution is the development of a transport modes comparative index, which is then used for evaluations. This paper presents possible alternative transportation conditions based on a multi-criteria evaluation system, proposes a theoretical basis for the optimal solutions from an eco-economic perspective that considers energy, and provides for experimental testing during a specific case study. The final results from the case study provide recommendations and conclusions.

We conducted experiments using an experimental flume with two variable streambed gradients in the upstream and downstream parts with various debris flows, composition sizes, and supply flow rates. We investigated the transition processes of sediment transport modes along the longitudinal distances from the gradient change point using the transition mode indices, ICs¯x, Ih¯x, and IU¯x; these indices were calculated based on measurements of sediment transport concentrations, flow depths, and gravel migration velocities in the debris flow’s front in the downstream part. Using these indices, we postulated that after the debris flow passed the gradient change point, the transition of the sediment transport modes progressed by changing the measured parameters to those in the steady-state condition on the gradient of the downstream parts. In addition, these indices suggested that the gravel migration velocities in the flow front interior changed most rapidly after passing the gradient change point, and that flow depths tended to change most slowly. Finally, the indices suggested that as the debris flow material became finer and the supplied flow rates became larger, the longitudinal transition sections tended to be longer because the momentum needed to transport the material was less than the total debris flow momentum.

The objective of this paper is to study 1) do people living in certain residential environments express more dissatisfaction with general functionality and safety of travel, 2) is dissatisfaction with general functionality and safety of travel related to dissatisfaction with certain transport modes, 3) is the residential environment related to mode-specific travel satisfaction mediated by satisfaction with general functionality and safety of travel, and 4) is dissatisfaction with general functionality and safety of travel related to use of different transport modes. The analyses are based on a Finnish survey (representative sample of 17,996 people, response rate 29.7%) on citizen satisfaction with the transport system and travel chains. Three groups, the satisfied, the neither satisfied nor dissatisfied and the dissatisfied, are analysed according to their residential environment, satisfaction with different transport modes and the use of the modes. The results indicate that the residential environment and the satisfaction with general functionality and safety of travel are related. Results suggest that satisfaction with different modes is partly related to lower options offered by the residential environment and higher expectations towards the residential environment. However, satisfaction with general functionality and safety of travel does not relate to higher expectations in a similar way. Findings from this study indicate that satisfaction with daily travel is a phenomenon related to the travel options offered by the residential environment.

To reduce car usage, several strategies are needed, one of which focuses on social psychological factors. The aim of this study was to predict and explain bus usage using the theory of planned behaviour and the transtheoretical model of change in a sample of 983 residents. The study also evaluated the effect of providing a group of regular car users (n = 34) with a free travel pass, to be used on busses and trains in the region. A regression analysis showed that the theory of planned behaviour (TPB) explained 26% of the variance in intention to use the bus, increasing to 59% when past behaviour was added. The use of the free travel pass resulted in a more positive attitude towards bus usage, with a large number having either changed or having started to change their behaviour. When the same people were contacted three months later, 50% still used public transport. The conclusion is that negative attitudes and travel habits can be altered by experience. Although, a reduction of car use can only be achieved if several measures are implemented that make car driving less attractive and sustainable modes of transport more attractive.

In the last two decades new emphasis has been given to the economic impact of geography, especially on the cost of being landlocked. From a development perspective, understanding the cost of being landlocked and its economic impact is critical, since one country of four in the world is landlocked (almost one out of three in Sub-Saharan Africa). Attempts to address the cost of being landlocked have mainly focused on regional and multilateral conventions aiming at ensuring freedom of transit, and on the development of regional transport infrastructure. The success of these measures has been limited, and many massive investments in infrastructure seem to have had a disappointing impact on landlocked economies. Although there may still be an infrastructure gap, this book, based on extensive data collection in several regions of the world, argues that logistics and trade services efficiency can be more important for landlocked countries than investing massively in infrastructure. Logistics have become increasingly complex and critical for firms' competitiveness, and a weakness in this field can badly hurt firms based in landlocked countries. This book proposes a revised approach to tackling the cost of being landlocked and a new analytical framework which uses a microeconomic approach to assess the trade and macroeconomic impacts of logistics. It takes into account recent findings on the importance of logistics chain uncertainty and inventory control in firms' performance. It argues that: (i) exporters and importers in landlocked developing countries face high logistics costs, which are highly detrimental to their competitiveness in world markets, (ii) high logistics costs depend on low logistics reliability and predictability, and (iii) low logistics reliability and predictability result mostly from rent-seeking and governance issues (prone to proliferate in low volume environments).

This article aims to identify the feasibility studies for transport systems using the systematic review.This review has as a resource the exhaustion in the pursuit of studies reviewed, justified selection of the studies and the assessment of the methodological quality. A literature review was conducted, resulting in the inclusion of 47 articles; however, 18 articles were highlighted by submitting application in case studies. The systematic review was used in order to identify and discuss the contributions of the variables and methods/tools applied in feasibility studies on different modes of transport and that could contribute to a waterway transport system. These variables and tools are being adopted in order to propose a structured detailing to apply in future case studies, where environmental, social, economic, financials, and operational and technical aspects are considered.

This study explores the complex process of transit and land-use integration in rapidly growing cities in developing countries. It first identifies barriers to and opportunities for effective coordination of transit infrastructure and urban development. It then recommends a set of policies and implementation measures for overcoming these barriers and exploiting these opportunities. Well-integrated transit and land development create urban forms and spaces that reduce the need for travel by private motorized vehicles. Areas with good access to public transit and well-designed urban spaces that are walkable and bikeable become highly attractive places for people to live, work, learn, play, and interact. Such environments enhance a city's economic competitiveness, reduce local pollution and global greenhouse gas emissions, and promote inclusive development. These goals are at the heart of transit-oriented development (TOD), an urban form that is increasingly important to sustainable urban futures. This book uses a case study approach. It draws lessons from global best-case examples of transit-oriented metropolises that have direct relevance to cities in developing countries and elsewhere that are currently investing in bus rapid transit (BRT) and other high-capacity transit systems. It also reports the results of two original in-depth case studies of rapidly growing and motorizing cities that introduced extended BRT systems: Ahmedabad, India and Bogota, Colombia. Two shorter case studies enrich the understanding of factors that are critical to transforming cities with transit.